There's a lot to say about McLaren's new supercar - even after all those pre-Geneva teases. But let's start with the name - and the power figure it alludes to. Yes, the new 720S has 720hp. Clue in the title and all that. But it's still a number worth pondering before moving onto the rest of what's gone into this new car, McLaren Automotive's first 'replacement' vehicle picking up from where the scene-setting MP4-12C and its
650S
There is, of course, a lot more to any car than the numbers on the spec sheet. But by punching through the 700hp threshold McLaren is making merry mischief with our current understanding of the supercar pecking order. After all, 720hp and a carbon tub should be Aventador territory. Indeed, the 568lb ft of torque - up from 500lb ft - is more than the Lamborghini's mighty 6.5-litre V12 makes. But in our heads the 650S the 720S replaces is a 488 GTB and Huracan level car. Certainly the Ferrari, with its aluminium construction and 670hp, is seemingly left wanting.
Lighter, faster, more orange...
As reported the stats are suitably impressive for sure, 0-62 in 2.9, 0-125 in 7.8 and a top speed of 214mph among the highlights - just a tenth slower to 62mph and 3mph slower than
a P1
at flat chat, though the hybrid Ultimate Series still compresses the time between these two measures by a big margin. For a more direct comparison a 488 GTB is 3.0 dead to 62mph and half a second slower to 125mph before calling time at 205mph. With the lightest options the dry weight of 1,283kg is 18kg less than an equivalently specced 650S and nearly 90kg less than a 488 GTB by the same measure with Ferrari's undisclosed lightweight options.
Other highlights include a full-width 675LT-style adjustable rear wing/airbrake with nearly a third more downforce available, newly developed P Zero tyres with the same mechanical grip as the previous Trofeo, 50 per cent more downforce overall and much improved cooling. Promises from the development team include the need for a mental 'recalibration' by drivers to make sense of it all. If kids are still playing Top Trumps these days then the 720S is the card they'll be wanting to hold. "It would have been relatively easy to make a small evolutionary step," says head of development Mark Vinnels. "That was never the intention, we wanted to make a big leap in performance, engagement and we wanted it to be the most fun and engaging McLaren to date."
We'll have to see how that plays out. But in terms of headline-grabbing numbers and technology the 720S does more than enough to inspire some serious furrowed brows over Maranello way. Honour satisfied for the Geneva debut then. Before that PH was lucky enough to get some access to the 720S and the chaps behind it to get the old 'deep dive' before the fuss and bother of the show debut. Suffice it to say, there's a lot more to this car than a Ferrari-bothering power output.
New wishbones and uprights behind here save 16kg
Emotionally this is a big car for McLaren Automotive, this being the first time it has 'replaced' a car and had to create a second-generation model. As we now understand the McLaren range we have the
Sports Series
- 540C, 570GT and 570S - and the Super Series. This was the 650S, active aero and the roll cancelling ProActive Chassis Control suspension the major upgrades over the Sports Series with which it shared the fundamentals of its carbon Monocell and 3.8-litre twin-turbo V8. Whisper it but the gap between the two was possibly a little narrow, the Sports Series being so good you'd have to wonder what the point of going to the Super Series might have been. With the 720S that is now abundantly clear.
Headlines include a capacity bump from a 3.8 litres to a '40 per cent new' twin-turbo V8 stroked out by 3.6mm for 4.0 litres, related to the previous M838T but now called M840T. It boasts new twin-scroll turbos, new intercoolers, heads, pistons and crank, the major development goals being sharper throttle response following Ferrari's efforts with the turbo V8 in the 488 GTB, plus a more emotive sound through a carefully engineered "crescendo characteristic" in place of the 3.8's monotone blare. Other changes include an intake plenum 120mm lower than before to improve rear visibility and luggage space, this illuminated when you unlock the car to show off the 'Speedmark' logo embossed on its surface.
Chassis upgrades
Overhauled ProActive Chassis Control II increases the scope of the interconnected roll cancelling struts while a Variable Drift Control via a swipe display on the dash lets drivers configure the electronic interventions according to real time changes in conditions, tyre wear or self confidence. In hardware terms new wishbones and uprights save 16kg while software upgrades include a wider range of number crunching via an additional 12 sensors, accelerometers on each corner and two pressure sensors in each damper strut. McLaren claims the breadth of adjustment within the system covers pretty much the spectrum from 570GT through to 675LT.
Don't forget Variable Drift Control...
And as you'll see, there's a very distinctive new look for the 720S derived in part from its adoption of superformed aluminium skin. Highlights include the 'eye socket' intakes at the front that mimic the traditional headlight graphic and a double-skinned door that hides the side intake behind the outer panel. It's a complicated looking car with a more exotic cab-forward stance; perhaps not instinctively beautiful but one that takes a little time to appreciate and understand. It's functional too of course, McLaren claiming a doubling of aero efficiency with a 15 per cent increase in cooling. The new variable rear wing increases downforce by 30 per cent over the one fitted to the 650S while offering the ability to fine-tune the aero balance to maximise cornering speed; it can deploy into its airbrake mode in less than half a second too, improving stability under braking.
Stylish and functionally effective for the aero or not the aluminium skin is surely a 'downgrade' from the carbon of the 12C and 650S? Superficially yes but McLaren says aluminium increases the scope for bold design, comes at little or no cost to weight and results in crisper styling and improved finish. And, under it all, the 720S is of course still a carbon supercar in the McLaren tradition.
Carbon to the core
As we already know the structure beneath is called Monocage II and is an evolution of that in the P1. The Monocells underpinning the 12C, 650S and - in modified form - Super Series are all based around an open tub. The P1-style Monocage is a further evolution and includes the pillars, roof and rear hardpoints. The trademark dihedral doors now incorporate a roof cutout and, together with lower sills, further improve access while needing 155mm less room to open fully. Once you walk round the back of them it's surprisingly easy to drop your backside into the seat without, um, flashing your knickers. Or anything else that might excite/horrify the supercar paps.
Aluminium allows more complex shapes than carbon
Yet for all the forward-looking tech and jaw-dropping performance stats it's the focus on the sensory aspects of enjoying a fast car that are particularly encouraging. The steering is still electro-hydraulic because Vinnels says they haven't found an EPAS system that meets their requirements and, as with all McLarens,
unobstructed visibility
to help you place the car accurately was a real fixation. Indeed, Mark Vinnels recalls (in a very McLaren style) the concern when it was realised the wiper blades intruded on the view over the front scuttle. By a whole 3mm. Suffice it to say that problem was sorted. Meanwhile the rear deck is a significant 145mm lower than previously, contributing to the 360-degree vision and sense of airiness in the cabin. Its layout is less rigidly symmetrical than the 650S and more driver focused like the Super Series cars. But the sense of sitting beneath the bubble canopy of an F-16 is very much there.
The ambition is clear; within the 720S is the everyday usability that so amazed when the 12C first launched with the focus, raw performance and track ability of the 675LT. A big moment for McLaren Automotive for sure. Big enough to maintain the formidable pace of progress since recently selling its 10,000th car? There are plenty of others at Geneva out to rain on their parade, by any means at their disposal.
What, and you thought the supercar arms race was slowing down?
MCLAREN 720S
Engine: 4.0-litre V8 twin-turbo
Transmission: Seven-speed dual-clutch automatic, rear-wheel drive
Power (hp): 720
Torque (lb ft): 568
0-62mph: 2.8 seconds
Top speed: 214mph
Weight: 1,283kg (dry, with lightweight options)
MPG: TBC
CO2: 249g/km
Price: TBC