- The 2018 McLaren 720S delivers blistering speed, precise handling, and a luxurious ride.
- The 720S features the latest in McLaren’s traction management and carbon fibre chassis technology.
- With 710 horsepower and a 341km/h top speed, what more could you want in a supercar?
Earlier this year, I was invited to be one of the first people to the drive the new McLaren 720S supercar. The catch? I had to go to Italy to do it. Because of an unfortunate flight schedule which required one day, three flights, and a detour through Switzerland, I finally arrived in Rome.
And boy was it worth it. I had the opportunity to experience the McLaren both on the roads in and around Rome as well as around the challenging corners of the Vallelunga Circuit. Through it all, the 720S lived up to the hype.
In my driving review of the car, I wrote: “The 720S is the supercar equivalent of a five-tool player in baseball. It excels at just about anything and everything required for a vehicle in this genre. There are no holes in its game. It delivers blistering, yet accessible performance, luxurious comfort, robust build quality, cutting-edge technology, and head-turning looks. To top it all off, the 720S delivers all of this with enough pomp and circumstance to put on a show for the driver.”
“Simply put, the McLaren 720S is the most “complete” supercar ever produced. Period,” I gushed.
However, since then, I’ve wondered if my high praise of the 720S was affected by the picturesque settings and breathtaking driving roads? Was it all a holiday romance?
To find out, we asked McLaren for another 720S to test out. This time in an environment far less hospitable to supercars, Business Insider’s headquarters in New York. (Although the car spent most of its time with us in neighbouring New Jersey.)
A few weeks ago, McLaren dropped off a 2018 McLaren 720S Performance in a striking Paris Blue paint job. The 2018 720S starts at $A371,848 while our Performance spec car with extra carbon fibre starts at $A386,774.
Here’s a closer look at the 2018 McLaren 720S.
But we couldn't help but wonder how well it could handle less hospitable conditions? Like New York City and New Jersey.
However, we almost immediately relocated to the car to wilds of New Jersey where the beast would have more room to roam.
The first thing people notice are its controversial eye sockets. They are actually air intakes for the car's low-temperature radiators.
Open up the front hatch and you'll discover a front trunk or frunk. For a supercar, the 720S is surprisingly practical. You can fit a week's worth of groceries in there. And whatever doesn't fit can be stowed on the parcel shelf behind the driver.
Out back, the 720S' exhaust sits above the bumper and diffuser. Just under the deployable rear spoiler that doubles as an air brake.
Overall the McLaren cuts a futuristic silhouette through the air as it drives down the street. In fact, every surface is designed to efficiently channel air around the car.
As a result, the stunning body by McLaren design chief Rob Melville is as much about the art of aerodynamics as it is about pure bedroom-poster-wow-factor.
The 720S is built around McLaren's new Monocage II carbon fibre passenger cell. It's lighter, stronger, and easier to get in and out of than its predecessor.
Since our test car was originally brought to the US for car magazines to conduct performance testing, it came equipped with lightweight sport seats. While they offer better support in high G force situations, they do make it more difficult to get into the car.
While the seats change based on the specification of the car, the McLaren's ride quality doesn't. Much of this can be attributed to its new Proactive Chassis Control II system. In short, McLaren eschews anti-roll bars and traditional dampers for a system of interconnected hydraulic dampers.
The 'proactive' bit comes from the advanced algorithms developed in conjunction with Cambridge University that adjusts chassis settings every two milliseconds based on input from a dozen sensors around the car. This gives drivers the impression the car can almost predict the future.
In addition, PCC II helps McLaren deliver the smoothest riding supercar in the world. Bumps that could shake a filling loose in a normal supercar come off as a minor disruption in the McLaren.
In fact, if Rolls-Royce ever lost its mind and decided to sink a few hundred million dollars into a hardcore supercar, it would be hard-pressed to make it ride better than the 720S.
In front of the driver is McLaren's new digital instrument cluster. Its display format changes based on the driving mode. In track mode, the display retracts into the dash revealing a small readout on top of the cluster.
Speaking of buttons, McLaren made it a point to work on the tactile feel of its interior. What looks like carbon fibre is carbon fibre, metallic switches are machined out of aluminium, and leather accents come from only the finest cows.
The 720S also gets a new 8-inch touchscreen running McLaren's new infotainment system with crisper graphics and updated menu layouts. The new architecture developed with JVCKENWOOD represents a significant improvement over the company's previous generation IRIS system that was clunky and confusing to use.
The 720 is also equipped with assistance features like 360-degree cameras and variable drift control, a system that allows drivers to perfect the art of drifting by giving them manual controls to adjust the traction control based on skill level and track conditions.
At the heart of the 720S is a new 710-horsepower, 4.0-litre, twin-turbocharged V8 engine. It features brand new turbochargers, intercoolers, cylinder heads, crankshaft, and pistons. The new engine is not only significantly more powerful than the previous unit, it also produces fewer harmful emissions. Unfortunately, you can't open the hatch to see the motor, but McLaren did decide to bathe the engine compartment in mood lighting.
According to McLaren, the 720S can hit 696km/h in just 2.8 seconds and will reach a top speed of 341km/h. However, McLaren is known to underreport its performance data, so expect the 720S to be even quicker in reality.
During our week with the 720S, we put it through its paces from the winding country roads of rural New Jersey to the boulevards of Manhattan. We also subjected the McLaren to what is possibly the most treacherous test in the world for a supercar, the chaos of Friday afternoon rush hour traffic in New York.
The McLaren survived everything we could throw at it with flying colours. It delivered on all fronts; blistering acceleration off the line, buttery smooth cruising on the highway, and pure exhilaration around the corners. The steering is the most precise I've ever encountered and its slick shifting 7-speed dual-clutch gearbox is, as my colleague Matt DeBord put it, telepathic.
The new 710 horsepower, twin-turbo V12 is an engineering masterpiece and word on the street says McLaren can reliably squeeze more than 800 ponies out of the 4.0-litre engine.
Through it all, the cabin remained civilized and comfortable while the in-car tech worked without a hitch.
Its road-going spaceship looks and melodious exhaust also drew crowds of admirers everywhere we took the car.
So, was our love affair with the McLaren 720S a fleeting holiday romance? No.
A few hundred miles on the roads of New Jersey made me love the 720S even more. Which allows me to reiterate the point I made in May:
'Simply put, the McLaren 720S is the most 'complete' supercar ever produced. Period.'
And in terms of capability, I'll take it one step further. Having spent extensive time with its rivals from Honda, Audi, Lamborghini, and Ferrari, the McLaren is, in my opinion, the best supercar in the world right now.
In fact, at $A391,770, you'd be hard-pressed to find anything better than the 720S for less than $A1.3 million.
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