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The McLaren 765 LT is extremely rare, extremely fast and, well, extreme. In the way it looks and the way it drives. It may not be the ultimate McLaren but you could make a case for it being the ultimate McLaren driver's car.
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Driving experience
As usual with McLaren, there's a 4.0-litre V8 out back. Here, as expected, it develops a little more power than a 750S - 755 bhp - the performance gain emphasised by the fact that the car can be up to 80kg lighter and there's 25% more downforce. The 62mph sprint flashes by in just 2.8s and you'll hit 124mph in 7 seconds. These figures are aided by shorter ratios for the 7-speed twin clutch auto gearbox, which must deal with 590 lb ft of torque.
The over-riding priority here though, was handling rather than ultimate speed. The Proactive Chassis Control 2 set-up is recognisable from the 750S, but McLaren has lowered the front by 5mm, widened the front track (by 6mm) and recalibrated the dampers (20% stiffer), as well as fitting sticky bespoke Pirelli Trofeo R tyres from the Senna. Lightweight engine pistons and conrods are borrowed from the Senna too. The super-sharp steering isn't really appropriate for a public road, but it would be glorious on a track. And you're going to want to pay extra for the hand-made carbon brake discs and special calipers that are also Senna-sourced.
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Design and build
The 765 LT's design is all about saving weight. So the wheels are lighter (as are the wheel nuts), the glass is 0.8mm thinner and the rear window is made of polycarbonate. The floor and the bumpers are carbon fibre and if you pay extra for some lightweight body panels and do without air conditioning and an audio system, your 765 LT will weigh in 80kg less than a 750S. Compared to that car, there's 48mm more body length, mostly down to a jutting front spoiler. Side blades manage the airflow and extensions behind the back wheels keep turbulence from the huge rear diffuser. Plus there's a big rear wing that flips up at the rear of the blade and acts as an airbrake when you slam on all the anchors.
Inside, appropriately, there's a very focused cockpit with copious amounts of alcantara. If you've specified the Senna bucket seat, a five-point harness pins you in place in the perfect driving position. And if you've the 'Clubsport' package, extra stiffening bars frame your view in the rear mirror. There's less carpeting than in a 750S, all in the name of saving weight. There's a surprisingly spacious 360-litres of luggage capacity.
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Market and model
Asking prices start from around £280,000 for the Coupe model. You'll need a bit more for the Spider version of course - around £310,000.
Standard equipment includes 10-spoke ultra lightweight forged wheels with a choice of finishes. There are various choices of brake caliper colours. You might want to consider a track brake upgrade. And you can specify either Pirelli P Zero or Pirelli P Zero Trofeo R tyres
Track enthusiasts will want to specify the 'Clubsport Pack' which includes super lightweight carbon fibre racing seats in regular or touring sizes, a track brake upgrade and McLaren track telemetry with lap time function and 3 cameras, plus carbon fibre air vents.
For the exterior finish, you can choose between various carbon fibre packs, or if you want a meaner look, there's the 'Stealth Pack' or the 'Black Pack'. Various carbon fibre panels can be added if you've still money left in your budget and you can even have a lightweight front badge. You can add a roof scoop too and door mirror casings. For the inside, there are various carbon fibre packs and you can choose between sports seats, carbon fibre racing seats or super-lightweight carbon fibre racing seats, all with fixed or adjustable seat positioning. The seat belts can be different colours and there's a choice of steering wheel finishes and sill trim options.
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Cost of ownership
The efficiency figures here are fairly irrelevant, not only because they won't be a priority for likely customers but because if you drive this car as its maker intended, you'll never get within a million miles of them. If you happen to, then this car deserves a better home. You know where we are. For the record, the WLTP combined return is 23.0mpg and the CO2 reading is 280g/km. At least rarity value should keep depreciation low.
Likely owners, as we said, probably won't care a fig about any of this. But even they might notice the substantial 37% Benefit-in-Kind tax rating that this 765 LT incurs, meaning hefty annual tax bills. Group 50 insurance means that buyers will be keeping their brokers in Beaujolais too. Of course, many owners will acquire this McLaren as just one of a stable of models and will have negotiated their own multi-car deal with their insurer.
Continuing with the bad news, you don't get the seven year 'free' servicing package that Ferrari offers, so you'll have to pick up the tab yourself for routine maintenance, which will be required every 12,400 miles or 12 months, depending on which comes round sooner. Every second year the car will need a full oil change too. With expensive consumables and high labour rates, you'll certainly need to know what you're letting yourself in for. What else? Well the paint surface is warranted for three years, visible cosmetic corrosion for five years and perforation corrosion of the vehicle body is covered for ten years. The 765 LT is also eligible to be covered by the McLaren Extended Warranty, which can be purchased in 12 or 24-month periods to ensure the protection of a comprehensive McLaren warranty until the vehicle is 12 years old.
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Summary
The 765 LT demonstrates McLaren's growing confidence as a maker of track-focused super sports cars. No other rival has been developed with quite this level of commitment towards the ultimate lap time. Cars that go faster than this - the even pricier McLaren Senna is one - aren't as road-usable. The 765 LT isn't particularly road-usable either, but you could drive it day-to-day if you were prepared to make a few comfort compromises. And put up with all the stares from passers-by.
In an era where McLaren is increasing moving towards more complex and heavier drivetrains like that in the Artura, will this car be seen in future as the zenith in the Working brand's development of ultimate sports cars? Perhaps. Just perhaps.
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