765LT McLaren 765LT Videos
- Thread starter drifter1
- Start date
Unveiled on 3 March 2020, the 765LT is a limited (765 units worldwide) version of the 720S and the successor to the 675LT as a Super Series Longtail car, focused on track performance. The M840T engine is now rated at 765 PS (563 kW; 755 hp) at 7,500 rpm and 590 lb⋅ft (800 N⋅m) of torque at 5,500 rpm achieved with a higher-capacity fuel pump, forged aluminium pistons and a three-layer head gasket from the Senna.
TopspeedPT
Track Technician
- Messages
- 3,741
If you watch the Pistonheads video, Dan was enjoying the car but then he switched it to track mode and he got a scary moment.
Seems like the car only works with some kind of electronics keeping it in place.
- Messages
- 2,302
It reminds me of a front engined limited edition Ferrari (can't remember which one) for which I read a similar comment. Let's wait and see the lap times now ! Looks like this will again be a polarizing car, just like the 720S was when it was first presented.
- Messages
- 5,988
I believe it was the F12 TDF.
manuelf
Kraftkurve King
- Messages
- 1,512
Exactly! If it delivers unmatched track times in the hands of an almost pro-driver -> mission accomplished!
Since the advent of the likes of 991 GT2 RS and Aventador SVJ and tires like Cup2R ultimate brutal performance seems to be the 1st must-have.
Compliance or "flow" with the driver is neglectable.
If you want a more handsome fast McLaren: Go for 620R! Also lighning quick, but more of a classic drivers car.
- Messages
- 15,591
- Name
- Rolf
Autocar seemed to have good impression of the 765LT, they gave it 4.5stars. They also mentioned about the tail been abit playful on 2nd and 3rd gear corners but the car would still be super grippy on higher speed corners.
"Sure enough, with that widened front track and those sticky tyres, the 765LT has an agility to test anyone’s neck muscles. Its very plainly more alert-feeling through corners than a 720S, in a way that just begins to make you focus that bit harder on exactly where you’re pointing the front wheels, and how smooth you’re being on the wheel.
It’s got huge lateral grip and body control too, needless to say; it’s one of those cars with a near-limitless ability to make an apex, and is not just startingly quick (that powertrain makeover includes a shorter final drive this time, and for the first time in a Longtail model) but also really stable and powerful on the brakes. It allows you to carry speed into braking areas and trail-brake towards the kerbs in way that makes you feel like the chassis’s is always one step ahead of you. That you could never be brave enough to find every bit of lap pace on offer – but you’ll be damned if you won’t give it a go. The Senna did that, of course, and even more vividly. But the 765LT has more than a hint of that same flavour – and somehow nobody quite conjures it like McLaren.
Even so, it isn’t the 765LT’s front axle that’s foremost in your mind as you ramp up the speed that you’re carrying; with both powertrain and chassis in ‘track’ mode and the electronics dialed back into ‘ESC Dynamic’, it’s the rear axle you need to keep a watching brief over. I’ve never driven a McLaren road car as ready to rotate into fairly gentle, mid-corner, trailing-throttle oversteer as this one, or that feels quite so playful in an old-school sense. It’s very clever tuning because, through quicker corners, it is as stable as supercars come; but through 2nd and 3rd gear bends you can back this Longtail into slides really readily. Fun? You bet your fireproof balaclava it is.
What happens next, as you come back onto the gas, remains just a little bit unpredictable; and this is the bit some will have been anticipating, by the way. With the ESC active but also at its most permissive, you can amuse yourself by maintaining the kind of power oversteer that certain mid-engined rivals serve up like a starter in a fast food joint; but you’ll be busily adjusting the steering to do it, while the car’s electronics very closely meter out how much torque is hitting the loaded rear wheel. It doesn’t feel entirely natural; nor like you can take too much credit for it in the end.
If you’re brave, bigger angles can be had with the electronics all the way off, of course – but the line between there and an unrecoverable spin remains very fine indeed, by the time the boost has built and the car’s brake-based torque vectoring suddenly has its hands full with nearly 600lb ft."
"Sure enough, with that widened front track and those sticky tyres, the 765LT has an agility to test anyone’s neck muscles. Its very plainly more alert-feeling through corners than a 720S, in a way that just begins to make you focus that bit harder on exactly where you’re pointing the front wheels, and how smooth you’re being on the wheel.
It’s got huge lateral grip and body control too, needless to say; it’s one of those cars with a near-limitless ability to make an apex, and is not just startingly quick (that powertrain makeover includes a shorter final drive this time, and for the first time in a Longtail model) but also really stable and powerful on the brakes. It allows you to carry speed into braking areas and trail-brake towards the kerbs in way that makes you feel like the chassis’s is always one step ahead of you. That you could never be brave enough to find every bit of lap pace on offer – but you’ll be damned if you won’t give it a go. The Senna did that, of course, and even more vividly. But the 765LT has more than a hint of that same flavour – and somehow nobody quite conjures it like McLaren.
Even so, it isn’t the 765LT’s front axle that’s foremost in your mind as you ramp up the speed that you’re carrying; with both powertrain and chassis in ‘track’ mode and the electronics dialed back into ‘ESC Dynamic’, it’s the rear axle you need to keep a watching brief over. I’ve never driven a McLaren road car as ready to rotate into fairly gentle, mid-corner, trailing-throttle oversteer as this one, or that feels quite so playful in an old-school sense. It’s very clever tuning because, through quicker corners, it is as stable as supercars come; but through 2nd and 3rd gear bends you can back this Longtail into slides really readily. Fun? You bet your fireproof balaclava it is.
What happens next, as you come back onto the gas, remains just a little bit unpredictable; and this is the bit some will have been anticipating, by the way. With the ESC active but also at its most permissive, you can amuse yourself by maintaining the kind of power oversteer that certain mid-engined rivals serve up like a starter in a fast food joint; but you’ll be busily adjusting the steering to do it, while the car’s electronics very closely meter out how much torque is hitting the loaded rear wheel. It doesn’t feel entirely natural; nor like you can take too much credit for it in the end.
If you’re brave, bigger angles can be had with the electronics all the way off, of course – but the line between there and an unrecoverable spin remains very fine indeed, by the time the boost has built and the car’s brake-based torque vectoring suddenly has its hands full with nearly 600lb ft."
- Messages
- 5,988
Well I guess after the old 911 GT2's we have a new widowmaker...
- Messages
- 2,302
That's a possibility, if you remember how some 720S have been already badly damaged...
- Messages
- 10,046
I'm going to do my terribly annoying micro-analysis here but those times were very interesting compared to MT first P1 test:
765LT/P1
0-60mph - 2.8s/2.6s (rollout thing?)
0-100mph - 5.1s/4.7s
0-150mph - 9.8s/9.8s* (*148.9mph)
60-100mph - 2.3s/2.1s
100-150mph - 4.7s/5.1s* (*100-148.9mph)
60-150mph - 7s/7.2s* (*60-148.9mph)
- Messages
- 15,591
- Name
- Rolf
Matt mentioned that he had some wheelspin at the start but still got 2.8sec to 60mph. Maybe with a better surface he could probably drop the times even further to maybe 2.6sec/4.8sec/9.6sec. So in the end this car is virtually as fast as the much more expensive and powerful P1 and also the Senna.
- Messages
- 15,591
- Name
- Rolf
I am truly amazed by Harris verdict which was similar to what Ollie Marriage also of Top Gear said. They in total contrast to Henry Catchpole who was over the moon with excitement about the 765LT and Rory who said this is the best Supercar McLaren has ever made.
- Messages
- 2,302
Pistonheads video (I did not check the author) has the same verdict than Harris & Marriage.
TopspeedPT
Track Technician
- Messages
- 3,741
Yeah, Dan is a good driver but when he switched off the ESC the car became unstable in the next corners. Seems like the car needs some electronics to keep it everything under control.
- Messages
- 2,302
I hope we won't have to wait one year to get some laptimes and see how it really handles. But it seems to be less easy to drive than a Senna because I do not recall such comments on its launch.
- Messages
- 1,338
- Name
- Jonathan
I’m going to Mclaren Philadelphia to spec a 765LT Saturday. I’m totally good with a car that is a handful with the systems off. I’ll probably never have the balls to turn them off anyway. I’m sure the 765LT is MEGA. Harris and co drove through car in 45 degree weather at a small tight track. The 765 is not a car for such conditions especially on Trofeo Rs. I might dump those tires and put on Michelin’s.
btw, here is my spec. Slot not guaranteed but I’m told I should get one based on what the dealer has been told. Cirrus Grey, blue calipers.
btw, here is my spec. Slot not guaranteed but I’m told I should get one based on what the dealer has been told. Cirrus Grey, blue calipers.
Similar threads
McLaren
McLaren Automotive is a British luxury automotive manufacturer founded in 1985 as McLaren Cars and later
re-introduced as McLaren Automotive in 2010. Based at the McLaren Technology Centre in Woking, England,
the company's main products are sports cars, which are produced in-house in designated production
facilities. In July 2017, McLaren Automotive became a wholly-owned subsidiary of the wider McLaren Group.
Official website: McLaren Automotive
Official website: McLaren Automotive
