There’s a new McLaren Long Tail on the block and it has some big shoes to fill. Meet the hardcore version of the really quick 720S — the 765LT.
Since the 720S succeeded the 650S in 2017, the 765LT is the direct successor to the highly acclaimed 675LT. The recipe remains the same for any McLaren LT model: reduce weight, add downforce and increase power. Compared to the 720, the 765LT has an extra 45PS of power, 25% more downforce and up to 80kg lighter in the lightest configuration. In many ways, this new Super Series Long Tail model bridges the gap between the daily driveable 720S and the track-focused Senna.
It has the same 4.0-litre twin-turbo V8 which now churns out 765PS (755bhp) of power and matches the Senna in terms of torque at 800Nm. In addition, McLaren has reworked the transmission for shorter gears to increase throttle response to deliver 15% quicker in-gear acceleration than the standard 720S coupe. As a result, the 765LT can accelerate from nought to 100kph in 2.8 seconds, onto 200kph in 7.2 seconds and will max out at 330kph. Since the launch of the 720, I don’t think I’ve heard any review or owner complain about it being heavy or not quick enough. That’s how good the product was and somehow McLaren has managed to make it even lighter and quicker.
In terms of aero changes, the 765LT doesn’t improve much in the looks department. But the McLaren line of ‘form follows function’ does work. At the front, it has a large front splitter that sticks out noticeably while the fender vents also help keep the front end planted. It has bigger side sills to better channel the airflow around the car towards the rear with sizable end plates behind the rear wheels. McLaren has made the active rear spoiler 20% bigger than before and the rear diffuser is massive too. The wing has three main positions – active wing partially deployed during high-speed cornering, DRS mode for better straight-line speed and it also works as an air brake.
Other notable aesthetic changes with the 765LT include the mesh-type bodywork around the engine bay and the rear end which improve the heat dissipation around that area. It also has new forged alloys with titanium wheel nuts and bespoke Pirelli P Zero Trofeo R tyres which collectively save 22kgs over the standard 720S. McLaren has opted for a full-titanium (first for a Super Series product) quad-exit exhaust that saves weight, spits flames and makes it sound better too. It actually improves the aesthetics of the 765LT, especially from the rear three-quarter angle.
The new LT also comes with better brakes. It gets the same callipers as the Senna while the standard brake discs are the same as the 720S. You do get the option of getting the exact same ceramic brake discs as offered on the Senna which are specially cured over 7 months for amazing thermal management.
For more engaging driving dynamics, the 765LT features plenty of updates. It has enhanced chassis dynamics, sharper steering, an updated version of McLaren’s Proactive Chassis Control for the linked-hydraulic suspension and new springs. The whole car sits more aggressively than the standard coupe as the front end sits 5mm lower and 6mm wider than the rear for downforce gains. There are plenty more nips and tucks throughout the car that optimise its aerodynamics for better track performance and more fun on twisty roads.
In order to shave weight, the 765LT features carbon-fibre body panels, carbon-fibre racing seats from the Senna, polycarbonate rear window, thinner windscreen, Alcantara trim, exposed carbon fibre floor, no media system, no air con, the aforementioned lightweight forged alloy wheels and a lighter lithium-ion battery. A little extra weight-saving point in the McLaren PR is that it the pinion and crown wheel in the transmission final drive are made from 20NiCh which is a type of nickel chrome more commonly used in F1. No idea what that part does but its cool that it’s based on F1 tech. That’s what it took for McLaren achieve a dry kerb weight of 1229kg with the 765LT.
However, if you do want to use the 765LT for road trips to and from a race track, you can add a media system and air con for no extra cost. In fact, it gets comfier seats as standard but they do add around 18kg of weight. The interior feels more stripped out but still liveable. The centre console is carbon fibre too and doesn’t have an armrest anymore. Behind the seats, there is the option of a porthole view of the M840T engine which is a really nice touch. Also, the stiffer engine mounts will allow more of the noise and vibrations to filter through to the cabin for a more engaging driver experience.
McLaren is only making 765 units of the 765LT with a starting price of under £300,000. It remains to be seen whether it proves itself as a worthy successor to the 675LT but it has certainly upped the ante in the track-pack supercar segment. Any bets on Ferrari bringing out a new/improved mid-engined model with 770PS of power in the next 6-8 months?
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