As they said they would, in Bahrain, McLaren have revealed yet another mid-engine supercar, but this time it is one built specifically for high speed cruising in comfort and, consequently by design, is less adept at setting lap records. This is a car built for the open road, but will it “redefine the rules” of Grand Touring as the Woking-based automaker claims?
Historically, but with some exceptions, high performance cars that have been designed to be exceptional at grand touring have stuck to the front-engine, rear drive layout. Rarely has this changed, and in the past decades cars such as the Bentley Continental GT and Aston Martin DB series cars have carved a reputation for excelling at cross-continental jaunts.
The engine is most identical to the one found in the 720S, albeit tuned to deliver its spread of torque and thrust in a much more sedate manner, and the same can be said of its transmission, the familiar 7-speed SSG dual-clutch sourced from Graziano. With 460kW and 630Nm behind the right pedal, 100km/h arrives from a standstill in just 3.2 seconds and 200km/h in 9 seconds before its 326km/h top speed is reached.
Because it doesn’t quite fit into their existing 3 tiers of vehicles - Sports, Super, Ultimate - the GT now lives in a corner of the McLaren portfolio all to itself; for now. Unsurprisingly, this new category is also called GT and could accommodate more models under its umbrella before long, depending on McLaren’s roadmap for current generation models.
You also would have noticed that it does bear a striking resemblance to nearly every other McLaren currently on sale. However, their engineers have gone through great lengths to adapt their mid-engine platform, with the carbon fibre Monocell II at its core, for the GT’s unique purposes.
For example, it incorporates new structural modifications that allow the 4.0-litre bi-turbo V8 (M840TE) to sit slightly lower, enough to free space in the cabin-accessible rear deck that an all-important set of golf clubs can be taken along. Elsewhere, copious amounts of sound dampening and plush material cocoon the passenger cell from outside noise and vibration.
Cargo volume is quoted at an impressive 570-litres if you include the 150-litre capacity of its front boot, but still 420-litres behind the driver is quite an achievement given its bodystyle, rivalling many family hatchbacks.
Additionally, the GT features luxuries not previously even associated with McLarens at any price such as extra-supportive heated and electrically adjustable seats, copious amount of interior leather, jewel-like switchgear and surrounds, ambient cabin lighting, an electrochroamatic glass roof that can darken or lighten its tint on demand, even a more feature-rich 12.3-inch infotainment unit with HERE maps software attached to a 12-speaker Bowers and Wilkins stereo.
All that, and they still claim the GT to be at least 130kg lighter than its closest competitor in the Grand Touring space. Paired to its inherently superior balance thanks to the mid-engine layout, the car will likely also be the most dynamically endowed and engaging to drive in its class thanks to hydraulic steering and sophisticated computer-controlled hydraulic dampers. Further, partners Pirelli have developed a version of their P Zero tyres that favour both comfort and low noise levels with excellent wet and dry grip.
Time will tell if McLaren succeeds among such established peers, most of which also hail from Great Britain, and so far the only glaring compromise one would have to make over an Aston Martin or Continental GT is its insurmountable lack of rear seats.
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