765LT - road test & day at MTC
Discussion
I spent 3 hours with the pre-production car at MTC back at the start of the year, before the first covid lockdown, and have seen another car at Hatfield since then, so I won't comment on the general details. The important thing is how it drives.
Having been postponed from 5 weeks ago due to the second lockdown, I finally got some wheel time with the 765LT on Monday at MTC. I wanted a road test, as over 95% of my usage will be on road. I will drive it on track at Silverstone in summer though.
As it was forecast cold and wet, I had requested that McLaren change the Trofeos to (my hated) PZeros, just so I could get heat into the tyres. They kindly did that.
I arrived to find the stunning white car that Rory Reid tested
This car is equipped with full Senna brakes. Visually, it reminded me of my white, black & blue i8 that I had arrived in!
I had arrived early at 09:25, so we got straight on with it as it had been raining heavily all morning and was forecast to get much worse. Ambient temperature was 9C, and Woking roads were wet and very slippery with leaves and dirt after the rain.
I strapped myself into the perfectly shaped Senna seat, fired up the engine and performed my usual 720S startup routine (active on, aero on etc). The first thing I noticed was the sound and feel of the car. It was noticeably more mechanical than a 720S, with some vibration and a lot more mechanical engine noise. Nothing harsh or excessive though, and in fact a lot less NVH than I expected.
Rolling past the lake at MTC, it was already clear that the 765LT was much stiffer sprung than my 720S.
I initially tested the car in comfort/comfort, before switching to comfort Handling / sport Drivetrain. I spent about 5 minutes in these modes just getting comfortable with the car. Then I switched to Sport/Sport for about 30 minutes.
The PZero tyres reached temperature fairly quickly, which was a pleasant surprise. Testing by braking slightly hard showed there was minimal grip though, as the ABS activated and sliding was evident even with moderate braking. It was a very slippery day.
The 765LT however was astonishing in its driver feedback through the wheel and seat, and I felt extremely comfortable, right from the very start. I gradually increased pace, testing the car on all types of road and surface. Most of my time was spent on some fantastic twisty fast roads. I concluded that I could comfortably use this car for a trip from Kent to Scotland, as the NVH was not overly harsh at all. Obviously a 720S would make the same journey far more comfortably and quietly though.
I then switched to Sport Handling / Track Drivetrain for around 30 minutes. This was a revelation, as the change was far more dramatic than on any previous McLaren I've driven - even LT models. Whilst the engine had some nice burbles on lifting off in Sport, it was now far more aggressive and was burbling a lot, as well as adding gunshots to the exhaust when driven hard.
This was no engineered-in drama like on Lamborghinis. The only way to generate gunshots was to drive it hard - very hard. It sounded as good as previous LT models, but perhaps with more burbles. The Spider will sound glorious, just like existing McLaren LT Spiders.
I then tried Track/Track for the remaining 25 minutes or so. The car was perfectly usable on A/B Woking roads, and silky smooth on the motorway. This mode felt perfectly usable on road.
Overall, the 765LT was not what I expected at all on road, from the track reviews. I expected a terrifying monster of a car that would try its best to kill me, especially in the winter, wet and very slippery conditions, and on relatively poor roads. In this weather I expected it to be borderline undrivable unless I took it very easy. The car could not stop even moderately hard without ABS activating, indicating the low grip levels available on the day. The reality was so surprising that I commented on it many times to my McLaren passenger (Steve Harvey, who knew the best local routes).
The 765LT inspired complete confidence from the moment I turned out of MTC, gradually encouraging me to push it more and more, and explore all its modes. The steering, and feedback through the seat and chassis were to thank for this. I knew what the car was doing every single second, and it felt like it was actually looking after me. It sounds silly, but that was how I felt driving it. Where a 720S insulates me from the feedback and speed so much more, the 765LT did none of that. This actually allowed me to push it far harder than I would have dared in my 720S. Astonishing given the brutal power of this car.
I tried launch control three times, on varying surfaces all of which were equally slippery, but varied in surface quality and camber. Each time the 765LT span its rears, and kept them spinning through the gears, without any drama or nervousness, or tendency to spin or veer off the road. All of this whilst it rearranged my internal organs with its brutal power. It was incredible. I would never dare try that in any other car, but the LT just made me feel safe as a result of its telepathic steering and chassis feedback. This is the best steering this side of an unassisted Lotus Exige S1. There is no higher praise.
It was the same with numerous full bore starts, with the wheels spinning through the gears, but the car remaining straight and true.
This reminded me of my summer F8 Tributo drive. Leaving aside that the car was inferior to a 720S, it was also incapable of even moving off on full throttle on a poor Kent B road in the dry without spinning, thudding its suspension, and sliding. The F8 interior light and switch panel also fell off when I did that, hanging from its electric cabling. And the Ferrari passenger had kittens, telling me to slow down. The McLaren passenger by contrast, on a MUCH harder and faster drive, and in the wet, never once asked me to slow down. Steve said he really enjoyed the drive in fact.
Steve even messaged back to MTC asking them to have another 765LT waiting with different sized Senna seats when I asked. Needless to say, it was waiting outside the main entrance when we returned. Attention to detail + McLaren go hand in hand.
Even more impressive was how the 765LT felt so stable in the bends, despite the low grip available. McLaren have definitely moved the game on significantly even from the 720S in terms of its active suspension. Even in Sport Handling, the suspension soaked up potholes without any harsh shocks to the chassis.
Engine vibration through the seat is slight, and only becomes harsh at the red line under full throttle. This is perfect, as it enhances your connection to the 765LT and its mechanical nature.
The brakes have great feel and felt absolutely perfect, but I was unable to use them very hard due to the lack of mechanical grip to the road surface on the day.
The 765LT is not in the least scary or difficult to drive on the road. In fact it's paradoxically less scary and easier to drive fast than a 720S, thanks to the excellent driver feedback and enhanced traction and stability assistance, which is amazingly transparent and unobtrusive. This is quite simply the best road car I've ever driven.
Some of us feel that hyper/supercars are losing what really matters, in the rush to ever greater power and straight line speed. Personally, I'm of the view that the Bugatti Veyron started the rot, but there are other recent examples also chasing 1000-2000hp in the quest for headline records. The 765LT is a wonderful antidote to that, as is every McLaren LT. It's truly all about the driver experience and enjoyment.
The 765LT has less lag than 675LT, but honestly all three LT models are so different to each other, offering a different experience that no LT driver is short-changed in any way. These cars are an abundance of riches in terms of driving pleasure and there is no bad choice amongst them.
The 765LT is absolutely flawless on the road, delivering raw excitement and wide grins even at relatively slow speeds.
A few technical points you might not find elsewhere. I learned that almost all of the 765LT is carbon fibre, even front and rear bumpers, and also including the large aero blades on the doors, which are composite on 720S. The fenders are aluminium, but with a no-cost option to switch to vented carbon fibre fenders with louvres. That's a no-brainer option.
The stated 80kg saving compares a standard 765LT to standard 720S, so for example a 720S comfort edition with electric seats would be even heaver, and the weight saving greater. The standard 765LT carbon fibre P1 seats are 18kg lighter than standard 720S seats, which are themselves 13kg lighter than electric seats if I recollect correctly. The Senna seats option saves a further 7kg over the standard P1 seats. The 765LT should be left on a trickle charger, as its battery is lighter than 720S, with 30 days life instead of 45 days. There also other option weight savings, so it's possible to save far more than the claimed 80kg.
The great news is that unlike F8 Tributo, the new McLaren still has no Gas Particulate Filter deadening the exhaust sound. Could the 765LT Coupe and Spider be the last such McLarens?
I absolutely loved the 765LT, and have thought of little else since driving it. The drive was 90 minutes, but I was offered more seat time if I wanted. I didn't, but only because I wanted to get on with specifying my own car. So we headed inside to do that, which took until 17:00.
Mine is a Spider, so I obviously can't say anything about that car. I will however mention that the entire UK coupe allocation of 60 cars is now sold out, bar 3 cars. USA, Asia and South America are fully sold out. If you want one, I'd hurry. I fully expect Spiders to be even harder to get.
I cannot commend McLaren highly enough on how welcoming and warm they are. They were extremely patient during the specification, telling me it would take as long as I needed and there was no rush. I need to commend Steve Harvey (sales director), Ian Howshall (global product manager) and Josh Riches (MSO) who were there virtually from start to finish during the process. Sarah Rothwell (customer services) too, for so efficiently looking after the schedule for my day.
George Farquhar (VIP manager) kindly also joined us for part of the specification session, as did Rob Melville (design director) who kindly gave his input too, and signed his 720S design in my book. I only caught up momentarily with Mike Flewitt (CEO) however, as there was understandably a lot going on at McLaren this week (in the news). Amanda McLaren and her husband Stephen Donnell very kindly came and had a chat too, and Amanda signed all my McLaren books.
What a wonderful, amazing company and group of talented people there are at McLaren. It is impossible to feel any more valued as a customer than McLaren makes you feel. Every time I visit MTC, it feels like visiting family.
Easily my best day of 2020. Bravo McLaren!
Having been postponed from 5 weeks ago due to the second lockdown, I finally got some wheel time with the 765LT on Monday at MTC. I wanted a road test, as over 95% of my usage will be on road. I will drive it on track at Silverstone in summer though.
As it was forecast cold and wet, I had requested that McLaren change the Trofeos to (my hated) PZeros, just so I could get heat into the tyres. They kindly did that.
I arrived to find the stunning white car that Rory Reid tested
This car is equipped with full Senna brakes. Visually, it reminded me of my white, black & blue i8 that I had arrived in!
I had arrived early at 09:25, so we got straight on with it as it had been raining heavily all morning and was forecast to get much worse. Ambient temperature was 9C, and Woking roads were wet and very slippery with leaves and dirt after the rain.
I strapped myself into the perfectly shaped Senna seat, fired up the engine and performed my usual 720S startup routine (active on, aero on etc). The first thing I noticed was the sound and feel of the car. It was noticeably more mechanical than a 720S, with some vibration and a lot more mechanical engine noise. Nothing harsh or excessive though, and in fact a lot less NVH than I expected.
Rolling past the lake at MTC, it was already clear that the 765LT was much stiffer sprung than my 720S.
I initially tested the car in comfort/comfort, before switching to comfort Handling / sport Drivetrain. I spent about 5 minutes in these modes just getting comfortable with the car. Then I switched to Sport/Sport for about 30 minutes.
The PZero tyres reached temperature fairly quickly, which was a pleasant surprise. Testing by braking slightly hard showed there was minimal grip though, as the ABS activated and sliding was evident even with moderate braking. It was a very slippery day.
The 765LT however was astonishing in its driver feedback through the wheel and seat, and I felt extremely comfortable, right from the very start. I gradually increased pace, testing the car on all types of road and surface. Most of my time was spent on some fantastic twisty fast roads. I concluded that I could comfortably use this car for a trip from Kent to Scotland, as the NVH was not overly harsh at all. Obviously a 720S would make the same journey far more comfortably and quietly though.
I then switched to Sport Handling / Track Drivetrain for around 30 minutes. This was a revelation, as the change was far more dramatic than on any previous McLaren I've driven - even LT models. Whilst the engine had some nice burbles on lifting off in Sport, it was now far more aggressive and was burbling a lot, as well as adding gunshots to the exhaust when driven hard.
This was no engineered-in drama like on Lamborghinis. The only way to generate gunshots was to drive it hard - very hard. It sounded as good as previous LT models, but perhaps with more burbles. The Spider will sound glorious, just like existing McLaren LT Spiders.
I then tried Track/Track for the remaining 25 minutes or so. The car was perfectly usable on A/B Woking roads, and silky smooth on the motorway. This mode felt perfectly usable on road.
Overall, the 765LT was not what I expected at all on road, from the track reviews. I expected a terrifying monster of a car that would try its best to kill me, especially in the winter, wet and very slippery conditions, and on relatively poor roads. In this weather I expected it to be borderline undrivable unless I took it very easy. The car could not stop even moderately hard without ABS activating, indicating the low grip levels available on the day. The reality was so surprising that I commented on it many times to my McLaren passenger (Steve Harvey, who knew the best local routes).
The 765LT inspired complete confidence from the moment I turned out of MTC, gradually encouraging me to push it more and more, and explore all its modes. The steering, and feedback through the seat and chassis were to thank for this. I knew what the car was doing every single second, and it felt like it was actually looking after me. It sounds silly, but that was how I felt driving it. Where a 720S insulates me from the feedback and speed so much more, the 765LT did none of that. This actually allowed me to push it far harder than I would have dared in my 720S. Astonishing given the brutal power of this car.
I tried launch control three times, on varying surfaces all of which were equally slippery, but varied in surface quality and camber. Each time the 765LT span its rears, and kept them spinning through the gears, without any drama or nervousness, or tendency to spin or veer off the road. All of this whilst it rearranged my internal organs with its brutal power. It was incredible. I would never dare try that in any other car, but the LT just made me feel safe as a result of its telepathic steering and chassis feedback. This is the best steering this side of an unassisted Lotus Exige S1. There is no higher praise.
It was the same with numerous full bore starts, with the wheels spinning through the gears, but the car remaining straight and true.
This reminded me of my summer F8 Tributo drive. Leaving aside that the car was inferior to a 720S, it was also incapable of even moving off on full throttle on a poor Kent B road in the dry without spinning, thudding its suspension, and sliding. The F8 interior light and switch panel also fell off when I did that, hanging from its electric cabling. And the Ferrari passenger had kittens, telling me to slow down. The McLaren passenger by contrast, on a MUCH harder and faster drive, and in the wet, never once asked me to slow down. Steve said he really enjoyed the drive in fact.
Steve even messaged back to MTC asking them to have another 765LT waiting with different sized Senna seats when I asked. Needless to say, it was waiting outside the main entrance when we returned. Attention to detail + McLaren go hand in hand.
Even more impressive was how the 765LT felt so stable in the bends, despite the low grip available. McLaren have definitely moved the game on significantly even from the 720S in terms of its active suspension. Even in Sport Handling, the suspension soaked up potholes without any harsh shocks to the chassis.
Engine vibration through the seat is slight, and only becomes harsh at the red line under full throttle. This is perfect, as it enhances your connection to the 765LT and its mechanical nature.
The brakes have great feel and felt absolutely perfect, but I was unable to use them very hard due to the lack of mechanical grip to the road surface on the day.
The 765LT is not in the least scary or difficult to drive on the road. In fact it's paradoxically less scary and easier to drive fast than a 720S, thanks to the excellent driver feedback and enhanced traction and stability assistance, which is amazingly transparent and unobtrusive. This is quite simply the best road car I've ever driven.
Some of us feel that hyper/supercars are losing what really matters, in the rush to ever greater power and straight line speed. Personally, I'm of the view that the Bugatti Veyron started the rot, but there are other recent examples also chasing 1000-2000hp in the quest for headline records. The 765LT is a wonderful antidote to that, as is every McLaren LT. It's truly all about the driver experience and enjoyment.
The 765LT has less lag than 675LT, but honestly all three LT models are so different to each other, offering a different experience that no LT driver is short-changed in any way. These cars are an abundance of riches in terms of driving pleasure and there is no bad choice amongst them.
The 765LT is absolutely flawless on the road, delivering raw excitement and wide grins even at relatively slow speeds.
A few technical points you might not find elsewhere. I learned that almost all of the 765LT is carbon fibre, even front and rear bumpers, and also including the large aero blades on the doors, which are composite on 720S. The fenders are aluminium, but with a no-cost option to switch to vented carbon fibre fenders with louvres. That's a no-brainer option.
The stated 80kg saving compares a standard 765LT to standard 720S, so for example a 720S comfort edition with electric seats would be even heaver, and the weight saving greater. The standard 765LT carbon fibre P1 seats are 18kg lighter than standard 720S seats, which are themselves 13kg lighter than electric seats if I recollect correctly. The Senna seats option saves a further 7kg over the standard P1 seats. The 765LT should be left on a trickle charger, as its battery is lighter than 720S, with 30 days life instead of 45 days. There also other option weight savings, so it's possible to save far more than the claimed 80kg.
The great news is that unlike F8 Tributo, the new McLaren still has no Gas Particulate Filter deadening the exhaust sound. Could the 765LT Coupe and Spider be the last such McLarens?
I absolutely loved the 765LT, and have thought of little else since driving it. The drive was 90 minutes, but I was offered more seat time if I wanted. I didn't, but only because I wanted to get on with specifying my own car. So we headed inside to do that, which took until 17:00.
Mine is a Spider, so I obviously can't say anything about that car. I will however mention that the entire UK coupe allocation of 60 cars is now sold out, bar 3 cars. USA, Asia and South America are fully sold out. If you want one, I'd hurry. I fully expect Spiders to be even harder to get.
I cannot commend McLaren highly enough on how welcoming and warm they are. They were extremely patient during the specification, telling me it would take as long as I needed and there was no rush. I need to commend Steve Harvey (sales director), Ian Howshall (global product manager) and Josh Riches (MSO) who were there virtually from start to finish during the process. Sarah Rothwell (customer services) too, for so efficiently looking after the schedule for my day.
George Farquhar (VIP manager) kindly also joined us for part of the specification session, as did Rob Melville (design director) who kindly gave his input too, and signed his 720S design in my book. I only caught up momentarily with Mike Flewitt (CEO) however, as there was understandably a lot going on at McLaren this week (in the news). Amanda McLaren and her husband Stephen Donnell very kindly came and had a chat too, and Amanda signed all my McLaren books.
What a wonderful, amazing company and group of talented people there are at McLaren. It is impossible to feel any more valued as a customer than McLaren makes you feel. Every time I visit MTC, it feels like visiting family.
Easily my best day of 2020. Bravo McLaren!
Edited by LotusJas on Sunday 20th December 20:52
Thanks guys 
But yes, I will keep the spec under wraps until its delivered
650spider said:
Great Post!
Thanks for taking the time and inserting so much detail.
Can you reveal you colour choice or keeping spec under wraps for just now?
I've actually not quite settled on colour in fact. MSO are creating a unique colour for me, based on the requirements I gave them. If I like it more, I will use it. If not, I will use an existing standard colour.Thanks for taking the time and inserting so much detail.
Can you reveal you colour choice or keeping spec under wraps for just now?
But yes, I will keep the spec under wraps until its delivered
IMI A said:
Top write up.
Thank you This YouTuber accurately portrays the driving, and driver, experience I had. Except that the road conditions I had were very poor by comparison.
I recommend jumping forward to 31 mins.
And watch his face & eyes when he tries launch control
Can stop watching at 40 mins if preferred, as he just compares it to other cars.
Edited by LotusJas on Sunday 20th December 20:51
IMI A said:
Thanks super watch - would your 720s be bobbing around on the canyon?
I wouldn't suggest the 720S would be bobbing around. More that it provides less driver feedback than 765LT, and insulates you a lot from the speed, resulting in you driving it feeling more nervously than in the confidence inspiring LT. Secondly, the handling (thanks to suspension updates and also software improvements) results in the LT being more secure at speed.To put it into context, 720S is FAR more capable than a F8 Tributo or Huracan Performante for example, and provides far more driver feedback, particularly through the steering.
likesachange said:
Going to be difficult to know how they are going to top this car. Next gen will be heavier due to being hybrid I’d have thought??
Nothing will ever need to be quicker! And they’ve nailed the looks imo.
Agreed, I don't believe they will top it in the sense that I'm looking for Nothing will ever need to be quicker! And they’ve nailed the looks imo.
Yes, the platform replacement will be hybrid. And by definition, will be heavier, although I'm 100% certain it won't be nearly as lardy as SF90.
But the 720S replacement will certainly be faster than 765LT. Hybrid power makes that easy to achieve.
Whether it really matters is another question though, given that a boring Tesla family EV will still out-accelerate any McLaren in a straight line up to about 70mph. And even 720S is much too fast to use in anger for more than a few seconds at a time on road.
765LT is *all* about driver thrills and engagement - it basically tries to leave you grinning like a lunatic (as do 675LT and 600LT).
What I love about all the LT cars is they thrill more, and at lower speeds, making it easier to enjoy the drive & keep my licence.
12pack said:
Going to be a bit controversial here, but wouldn’t one get the same feel-over-speed or more from an Atom - with the additional benefit of having to double-declutch yourself?
Apples to oranges. You might as well say a go kart would give more feel and exhilaration at 30mph than an Atom.I've done the Caterham Superlight R thing, and yes it was fun - but for an hour maximum at a time, and only in dry warm weather. Even driving it to a distant track was tiresome, as it was a poor experience on motorway, especially in a helmet.
Or for ultimate feel and exhilaration, a superbike?
likesachange said:
The 765 is on another level to even an Atom regarding speed and acceleration, and I’d much rather be driving to track in the 765 than the Atom or even trailering it!
I agree.765LT is on another level to anything, other than a track only race car. Or perhaps something like a McLaren P1 on road?
765LT acceleration is so brutal that it makes 720S acceleration seem sane
DB77 said:
Great write up Jas. I have a deposit down on a spider to replace my 720 and it sounds like it will be a meaningful step up.
I need to arrange a drive.
Thanks, yes it is a huge step up in terms of driver engagement and grin factor. But 720S is a better daily or long distance car as it's quieter and more comfortable.I need to arrange a drive.
There is no way you will be disappointed if that's what you're looking for. The only bad thing about the car is having to wait for it
IMHO, good decision to opt for the Spider too, as that will maximise the sound and fury, whilst being imperceptibly slower than the coupe. We are so lucky that McLaren build rigid CF tubs, resulting in such uncompromised Spiders - unlike Ferrari etc.
mikebradford said:
I've just seen the Dragtimes video on YouTube of his 765LT
On standard tyres he ran a 1/4 mile in 9.3 seconds.
Hes a good source of fair acceleration times so I think you'll be having some fun with yours.
Yes indeed, new record for a production car. 2.1 seconds 0-60 too on his best run.On standard tyres he ran a 1/4 mile in 9.3 seconds.
Hes a good source of fair acceleration times so I think you'll be having some fun with yours.
The really shocking thing is you can see from the dash that when he used (crappy) PZeros, they were cold. Very impressive indeed. (I really hate PZeros.)
The car is indeed a monster, but a very driveable one, thanks to the incredible steering and chassis feedback it gives the driver.
The worst thing about the 765LT is having to wait for mine
Jump to 12:15 if you just want the spoken conclusion. It will impress Brooks even more when he drives it more on road.
Edited by LotusJas on Tuesday 19th January 21:08
DonBarracuda said:
McLaren just dropped a teaser for the Artura, haven't seen any stats yet but I'm assuming it's going to be quicker than the 765LT with its electric assist
No it won't even be as quick as 720S. It's a replacement for 570S, so will indeed be quicker than that. And very up to date of course.TB993tt said:
Thanks for all the nice comments on the incoming 765 
Jas, how have you only managed to do 2700 miles in 32 months of 720 ownership (read your ad on the MOC), apart from the mind blowing £/mile depreciation, you have hardly experienced the car, will you be trying a bit harder if you get an LTS ?
Two reasons really.Jas, how have you only managed to do 2700 miles in 32 months of 720 ownership (read your ad on the MOC), apart from the mind blowing £/mile depreciation, you have hardly experienced the car, will you be trying a bit harder if you get an LTS ?
First is having too many cars, so the miles tend to get spread amongst them.
Secondly, I had a lot of events planned in 2020....and we know what happened there. I think I managed 2 local ones (Burgers & Beach 1 & 2), and that's it. Obviously nothing done yet in 2021.
I would definitely have liked to have done more miles.
My long term plan is to rationalise my cars and sell 3 of them, and replace those with just 1. But that can only happen when I decide I can bear to sell the Ferrari. That will help a lot in using the 765LT more.
P.S. PM me on FB when you get yours. There's something (good) that you might well be interested in related to your car.
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