Test Car Specifications
Model tested: McLaren GT
Pricing: from £163,000
Engine: 4.0-litre twin-turbocharged petrol V8
Transmission: seven-speed automatic, rear-wheel drive
Body style: two-door sports car
CO2 emissions: 270g/km
Combined economy: 23.7mpg
Top speed: 203mph
0-62mph: 3.2 seconds
Power: 620hp
Torque: 630Nm
Boot space: 420 litres, plus 150-litre front luggage compartment
What's this?
Well that depends who you ask. Have a chat with McLaren, and the marketing people will tell you the GT is a softcore, long-distance car with a bit of supercar DNA. But that’s rubbish. This is a supercar in all but name – it just so happens to be more spacious and more comfortable than most.
From the outside, it’s undeniably a supercar. The low-slung body, the curves and the big air intakes are high-performance trademarks, as is the stunning Belize Blue paintwork of our test car. Yes, if you sit a GT next to a 720S, you’ll notice the slightly higher ride height and the slightly more bloated body, but that’s like comparing F1 cars. They might wear different paint jobs and have different aerodynamics, but to everyone who isn’t an engineer, they look much the same.
And that’s good, because it means the GT will turn just as many heads as the more outrageous 720S, no matter where you take it. It looks the part, and that’s all that matters to most supercar customers. After all, who uses a three-second 0-62mph time or a top speed of more than 200mph in the real world?
Not that the GT can’t do that. Officially, the sprint from a standstill to 62mph takes 3.2 seconds, while the top speed is 203mph. That all comes courtesy of a 4.0-litre V8 with two turbochargers, which allow it to pump out a total of 620hp. So far, so supercar.
The cabin feels sporty, too, with a simple but solidly built dashboard topped with simple, round air vents and some lovely soft leather. The centrepiece is a touchscreen infotainment system, which feels a bit small and olde-worlde compared with the most modern technology in Audis and BMWs, but it does the job. The display isn’t the sharpest, but it’s very clear and functional, and that’s all you really want.
McLaren has also made something of the GT’s steering wheel, which is noticeably free of buttons. That’s a contrast to most modern supercar companies, who seem to think having more buttons makes the car feel more like an F1 racer, but McLaren has made a conscious decision to leave the wheel bare. The company claims it makes the car feel more focussed and driver-orientated.
You get just two seats, both of which are beautifully sculpted and upholstered, and they’re brilliant at holding you in place in the corners. They’re also surprisingly comfortable, supporting your back nicely and holding you in a relaxed driving position. They’re strikingly good.
And that’s where all the usual supercar cliches simply melt away. Not only are the GT’s seats particularly comfortable, but the space on offer is impressive, too. The cabin feels airy, thanks in no small part to the glass roof, and there’s enough space for the sole passenger to get comfy. There’s even a big boot behind the seats, offering 420 litres of luggage capacity. That’s more than you get in a VW Golf, and McLaren claims it will carry a set of golf clubs. And when you add the ‘frunk’ – the 150-litre tub under what would normally be the bonnet – there’s a surprising amount of carrying capacity for a two-seat sports car.
How does it drive?
A caveat may be necessary at this juncture: whatever we may say at this point, the McLaren GT drives very well indeed. Any criticisms we may have are basically nit-picking, but in the strange bubble of the supercar, small differences are king.
But let’s start with the good stuff. First of all, the ride is very, very supple for something so fast. The carbon-fibre tub – it isn’t really a chassis – makes the whole car very stiff, but the suspension is compliant. That means you feel the bumps and the effect they have on the wheels, but they don’t feel sharp or harsh. And on smoother roads such as motorways, the GT just glides along.
Normally, achieving this sort of ride comfort would require forsaking handling, but the GT still corners beautifully. McLaren has left the hydraulic power steering in place, rather than opting for the lighter electromechanical tech used by pretty much everyone else, because the engineers reckon nothing can match it for feel and precision. And they’re right. The GT’s bare steering wheel has a mechanical but smooth feel that’s missing even from some of the best-handling modern cars. It’s brilliant.
And the way the car responds is great, too. Sure, it isn’t quite as sharp as a 720S, but then nor are most steak knives, and you’d still call them pointy. The GT doesn’t dart like the 720S and the raised ride height means it rolls slightly more, too, but it’s still as good as most sports cars and it’s a sight better than most GTs.
But while it might drive like a sports car, it still has supercar performance. It doesn’t feel rapid, but it gathers pace deceptively quickly, and it does so with the minimum of fuss. The ride, the handling and the smoothness of the engine come together to make it a very easy car to drive, even at high speed.
So what are the catches? Well, the 4.0-litre engine doesn’t sound as angry or as bolshie as we’d hoped, and while that may be an attempt to differentiate the GT from the 720S, we don’t think there’s much point in a supercar that doesn’t announce its own arrival. McLaren’s engines are not renowned for their soulfulness, but the GT’s engine really feels detuned. An Audi R8’s 5.2-litre V10 is a far better engine to listen to.
And the R8’s glorious 10-cylinder engine feels punchier, despite the similar power output. The McLaren V8 doesn’t feel as savage as the performance figures suggest, taking a while to spool up if you’re in the wrong gear. Maybe McLaren doesn’t want the GT to hammer you in the back every time you twitch your right foot, but it would be nice if it did it occasionally – just to let you know how fast it really is.
But the real problem is that the GT doesn’t feel as special or as spectacular as a supercar like the big hitters in this market. A Ferrari F8 or a Lamborghini Huracan will feel that little bit more dramatic, and when you’re spending at least £163,000 on a car, that really matters. Because on any given Tuesday, performance figures and on-the-limit handling are irrelevant. But the way a car makes you feel is not.
Verdict
Don’t go believing the McLaren sales people: this is not a grand tourer. Instead, it’s a small supercar with proper motorsport heritage and the capability to cover long distances in relative comfort. But while those qualities are laudable, the GT is missing the most important quality of any true supercar. Although it’s brilliant in lots of ways, it doesn’t have the soul or the savagery of a Ferrari or a Lamborghini. Or even a 720S. And if you don’t want that kind of visceral experience, what exactly is wrong with buying a proper grand tourer?
The answer, we suspect, is image. Most customers want to look like they’re driving a supercar, and sometimes they want to go as fast as a supercar can, but they definitely don’t want the inconvenience, the terror or the complexity. So if that sounds familiar, the GT is a more interesting and better looking alternative to the Audi R8. But if, like us, you prefer your supercars with a bit more bite, the 720S is the McLaren to choose.
Exterior Design
Interior Ambience
Passenger Space
Luggage Space
Safety
Comfort
Driving Dynamics
Powertrain
