Adventures in a Tuk Tuk meets the McLaren Supercar 765lt

After a lap of Snowdon the previous day I was heading to Betws-y-Coed for a spot of Adventure retail therapy the town has at least a dozen out door shops.

The coltswold outdoor shop wasn’t yet open , but parked in car park was a salmon coloured supercar. I quickly turned around and went to investigate.

If you drive a supercar be prepared to be guzumped by a tuk. I pulled up at the lights in Melton Mowbray the other day next to a Bentley. The tinted window eased down, I saw smiling chap in a Sharp suit. I said Bentley exaggerateing my mouth movements. He replied with tuk tuk in the same way and we both laughed.

He jokingly asked if we could swap ,I of course said no. After a further 45 seconds of banter the lights went green

He went left I went right . .

Anyhow I digress back to Betws-y-Coed

Accompanying the McLaren was a film and sound crew . Snowdonia national park is the natural environment for a Supercar. A perfect place to shoot a promotional film .

The technician’s were busy around the car tyre pressures being the main concern at the time, apprantly there critical .

I had caught them at a really good moment , before there day really started in Ernest.

I managed to secure an exclusive interview with the technician/ trailer man

Mclaren 765lt


What is it?

From a standing start less than a decade ago, McLaren has ridden out some early speed bumps and gone on to blow our collective minds with the likes of the 570S, 675LT, and P1. The 720S signals another major milestone: this is the first time McLaren has completely replaced one of its core cars.

Development work started back in 2013, before the 650S had even been announced, and a big chunk of it was done virtually. The first full validation car was only built and driven 11 months ago, so its path to market has been extremely rapid.

McLaren says 91 per cent of the 720S is new, and the enlarged 4.0-litre engine features 41 per cent new content: turbos, intercoolers, cast-aluminium plenum, cylinder heads, crankshaft, pistons, and exhaust. Topline numbers include 710bhp, 568 torques, 249 CO2s, 0-62mph in 2.9 seconds, 0-124mph in 7.8, and 0-186mph (300km/h, if you prefer) in 21.8. There’s also some seriously funky new software to go with the hard bits, and a handful of theatrical flourishes. The doors are double-skinned dihedral jobs that open to 80°, and the engine isn’t just visible through the rear screen, it’s also illuminated.

There’s also lots of carbon fibre. Dubbed ‘Monocage II’, the chassis structure now incorporates an upper structure and windscreen surround, so it’s even more rigid than the 650. Lighter, too: its lightest dry weight is 1283kg, 18kg less than the equivalent 650S. There’s an enhanced centre of gravity, thanks to the engine being mounted 150mm lower than before. A ‘visible monocage’ that exposes the material on the inside of the A-pillar is a £3990 option (more on all that later: things can get very costly indeed). The cowl is also lower: like the magnificent 570, the 720S gets closer to serving up the jet fighter sensation than anything else on the road, and its vision all-round is peerless. The all-glass cockpit isn’t just pretty, it means you can traverse London without mowing down a peloton of cyclists, or reverse park the thing without knackering your street cred. Or the alloys.

The aero work is off-the-scale: the panel ahead of the front wheels evacuates the turbulent high pressure air away and along the side to increase downforce, while a channel at the top of the doors ducts high velocity cooling air into the radiators in the engine bay. There are no bodywork slashes here, despite its mid-engined configuration. The 720S generates 50 per cent more downforce than the 650S managed at full tilt, has double the overall aerodynamic efficiency, and is 15 per cent more efficient in its cooling.

McLaren says it was targeting the excitement of the 675 LT and the refinement of the 570 GT, which are lofty and possibly incompatible goals. It’s also worth remembering that the 720S is pretty much P1-fast in certain increments, and has similar braking capability (from 124mph to standstill in 4.6 seconds across just 117m). Crazy stuff. But it’s also designed to be useable every day, accessible and non-threatening even to numpties, and emits a relatively cuddly 249 CO2s. On paper, it’s almost miraculous.

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