The most New Zealand of British manufacturers equips his supercar, in its flagship version, with a retractable headgear to make it one of the most dazzling discoverables ever designed.
The English never do anything like everyone else. Yes, that’s a nasty cliché. But this one would not have the skin so hard if, among other examples, McLaren did not associate its legendary Long Tail label – understand long tail – to a supercar whose designers have essentially stretched … snout. Find the mistake !
Compared to the 720S which serves as its basis, the more radical 765LT, now available in a Spider body, sees its front overhang increased by 48 mm. The adoption of a larger movable rear spoiler ultimately only induces a lengthening of 9 mm out of the 57 added to the total length of the car. Certainly, it is a good story to find fault with this automotive masterpiece, apart from, if not, its hardly intuitive tactile multimedia interface or even a process of selecting the different driving modes somewhat tedious.
Like the nose in the middle of the face, that of the LT allows it to be identified… with closed eyes. A bit paradoxical, even absurd? But that makes sense flying in hand. No exception to the rule among kiwi sportswomen, the front end crashes in a bend like a dart in the pub; effortlessly, but with decision. All the more so here, thanks to its lowered ground clearance and its wider track of 5 and 6 mm respectively compared to that of a simple “720”. So all you have to do is aim well. Which, in view of the speeds reached by this rolling object of 765 hp for less than 1,400 kg, is true of a certain address.
As dazzling on take-off as its cut counterpart, as evidenced by a 0 to 100 km / h promised in 2 ”8, this extreme roadster gives it just 2 tenths at 0 to 200 km / h, here announced in 7 ”2. But once the brain has been calibrated and its benchmarks readjusted, systematically reaching its target, preferably on the spot, is fatally enjoyable.
That the roof, cut in one piece in carbon, retracts in 11 ”up to 50 km / h, It becomes anecdotal in certain aspects. Regardless of the bodywork, the precise and instantaneous reactions to the slightest correction, particularly from the steering, always hydraulically assisted, do indeed inspire these additional stiffness and sharpness that distinguish a 765LT from a 720S which is already very sharp.
The Spider combines the advantages of a discoverable without suffering from its usual disadvantages. Its monocoque having been developed jointly with that of the coupe, it disdains the slightest structural reinforcement strictly speaking and thus limits his overweight to only 49 kg.
As if pinned to the road by its front axle, this McLaren turns it around willingly. With a certain kindness, moreover for rear mid-engine propulsion of nearly 800 hp. Our copy (one of the 765 that Woking has planned to produce) having abandoned its Pirelli P Zero Trofeo R semi-slicks for Sottozero with a more wintery profile, it is impossible to verify its absolute efficiency or to attest to its aerodynamic thrust in curves. .
On the other hand, this pneumatic installation has the merit of reinforcing this relative progressiveness as the grip limits approach. Not to mention that like the one that equips most contemporary Ferraris (and the reference is flattering), the electronics chew up the pilot’s job incredibly. However, it does not result in the slightest frustration, on the contrary.
The proof is Variable Drift Control. Once the ESP is partially or totally disconnected, it is thus possible to adjust the desired maximum drift angle before the chips take over if necessary. Basically, it’s an assistance in decapitating the rear gums of their pavers. Useless, but so recreational. How not to take oneself for God, even Lando Norris, negotiating the bends with almost a turn of the steering wheel, the howls of the twin-turbo V8 barely covering those of the tires ?! The breath of the wind in the hair, for those who still have it, brings the final touch to the ambient euphoria.
Even the rain cannot spoil the party. Between the two seats, a rear window opens independently of the headgear for, whatever the position of the latter, let enter on board the snarling though monotonous rattle amplified by the four outlets of the titanium escapement.
If the mood was more restrained, during a road connection between two circuits for example, that’s no problem. The 765LT eventually bends to the requirements of Grand Touring with its 7-speed robotic gearbox barely softer than that of a Golf GTI DSG in town, its controlled damping firm, but not cruel, and even the lifting of the front axle which allows you to step over the retarders without (too) bruising the carbon splitter . No, the English don’t always do like everyone else; sometimes they do it better.
This Spider body adds an extra grain of craziness to a 765LT which nevertheless did not lack.
- Chassis precision
- Surrealist performances
- Completed electronics
We like less
- Quite monotonous V8
- Questionable ergonomics
- Limited series
McLaren 765LT Spider tech. Sheet
- Tested version: € 372,500
- From 372,500 €
- Average manufacturer consumption / during the test (l / 100 km): 12.3 / 16
- CO2/malus : 280/30 000 €
- Fiscal power: nc
- Country of Manufacture: United Kingdom
- Engine: longitudinal central rear, twin-turbo V8, double indirect injection, 32 valves, variable chain distribution, stop & start, 3,994 cm3
- Transmission: rear-wheel drive, robotized 7-speed
- Max power at rpm (hp): 765 to 7,500
- Max torque at rpm (Nm): 800 to 5,500
- Weight (kg): 1,388
- Long.xlarg.xhaut. (m) : 4,60×1,93×1,19
- Wheelbase (m): 2.67
- Tank (l): 72
- Max speed (km / h): 330
- 0 to 100 km / h: 2 ”8
- AV-AR Series Tires: 245/35 R19 – 305/30 R20
- Test tires: Pirelli SottoZero
- Chest for 2 (l): 150 + 58
- 360 ° camera: € 4,470
- Telemetry: € 1,800
- Electro-chrome glass roof: € 9,530
- Ferrari 812 Competizione A, from € 578,000
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