McLaren 675LT put to the test

McLaren 675LT put to the test
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L ancia Delta Integrale Evo Martini 6, Porsche 911 GT3 RS 4.0, Nissan GT-R Nismo - limited special models usually look hot, are sold out immediately and enjoy an increase in value more or less quickly. But are they really worth the money?

McLaren 675LT costs 309,750 euros

Our current test candidate McLaren 675LT is limited. All 500 copies are already sold out. Compared to its base model 650S, which is only 25 PS weaker, the McLaren 675LT with a cost price of 309,750 euros has a surcharge of almost 80,000 euros.

Is another special model déjà vu threatening like the Nissan GT-R Nismo who did not justify its surcharge? First of all, let's revel in McLaren history. The LT of the 675 stands for longtail and is to remind of the legendary racing car McLaren F1 GTR Longtail, which won the 1997 runner-up in the FIA ​​GT championship. Since this had a modified bodywork, three street versions had to be built for homologation purposes. The road variant called the F1 GT also had a 600 mm longer rear section and was 100 mm wider than the normal F1 road models.

And does the new McLaren 675LT rightly use its legendary suffix? The special model has a longer front splitter at the front and a 50 percent larger carbon rear wing at the rear, which McLaren traditionally uses as a brake flap (airbrake). According to McLaren, the modified aerodynamics should increase downforce by up to 40 percent.

Only 34 mm longer and 2 mm wider than the 650S

However, the British novice is not a visually real long tail, like in F1 times. Compared to the 650S, the McLaren 675LT is only 34 mm longer and only 2 mm wider. Lean back slightly and thread past the open butterfly door into the seat - the entry-level choreography in the McLaren 675LT looks familiar. And even after that, we encounter familiar things. With the exception of the carbon full bucket seats, the 675LT interior is similar to the previous McLaren models of the modern era. Good thing, because regardless of whether MP4-12C, 650S, P1 or now 675LT - the driver-oriented ergonomics are unparalleled inof the sports car champions league.

The 675LT press kit reads like the diet promises of many a weight loss pill. The lines speak of a weight reduction of 100 kilos compared to the 650S. We weighed the last 650S Coupé with a full tank at 1,433 kilos. My goodness, you want to lose another 100 kilos of that? Numerous carbon parts, a polycarbonate rear window, new forged wheels, lighter chassis parts, lighter engine parts, carbon seats, lighter carpets, reduced noise insulation and a lighter wiring harness are supposed to save weight.

As testers, we believe in PR releases just as firmly as teenagers to Santa Claus. The 675LT shows that you shouldn't put too much faith in McLaren PR when it rolls onto our test scale with a full tank. The new special model is not 100 kilos lighter than the last test car of the 650S Coupé, but only 31 kilos! Nevertheless, the McLaren 675LT can inspire.

Wow! 0–300 km /h in 24.6 s!

As with the 650S, the start button on the center console enlivens the V8 biturbo. More than 50 percent of the engine should be new. On the other hand, the 25 PS power upgrade to 675 PS is surprisingly cautious. Like all previous Biturbo models of the M838 series, the 675LT cannot hide its turbo lag either. Only from 4,000 rpm does the Brit get serious. Then the state of emergency rules.

McLaren 675LT with strong braking power

Turbo whistles included - the V8 biturbo was not deprived of all the background noises of its charging technology. In addition, there is a smoky voice that slams emotionally through the new titanium exhaust system. We check the factory information at our measuring airfield in Lahr. McLaren promises 0–100 km /h in 2.9 s, 0–200 km /h in 7.9 s and 0–300 km /h in 22.5 s.

With a casual launch Control start and full traction, the 675LT zooms in on the spot like a catapult in the test. 3.0 s, 8.3 s, 24.6 s are the sprint times we measured - traditionally with a full tank and two people. At the start, the McLaren 675LT is at the forefront. For example, up to 200 km /h it leaves its Italian competitor Lamborghini Aventador LP 700-4 (0–100 /200/300 km /h: 3.0 s /9.0 s /23.5 s) behind.

A McLaren 650S Spider test car (0–100 /200/300 km /h: 3.1 s /8.7 s /26.0 s) that was well placed in the forage was also with us with 650 hp almost as fast as the McLaren 675LT ( Article ). And what can the standard ceramic brake system do? Emergency braking at 300 km /h. The rear wing shoots up like a flap in a flash, taking away the view to the rear. The brake system bites poisonously in the test.

While the McLaren 675LT also did this in the testHardcore braking maneuvers with high directional stability leave nothing to be seen, the color of the passenger's face changes to a pale green. With a braking distance of 269.8 meters from 300 km /h to zero, the 675LT lands in second place in the sport auto best list. Comparative values? Porsche 911 GT3 RS 4.0: 269.4 meters; Lamborghini Aventador: 288.8 meters; McLaren MP4-12C: 295.3 meters.

Nürburgring instead of Hockenheim

But the new burner shouldn't just be a longitudinal dynamics expert. Compared to the 650S, the LT has tighter springs and wider track widths (plus 20 mm). In addition, the adaptive dampers have been retuned and Pirelli Trofeo R tires with better grip have been fitted (650S previously with P Zero Corsa). From the test airfield in Lahr it's off to the Nürburgring.

Why not to Hockenheim, as usual? Because of the dragster event Nitrolympx, the small course is closed. The Nordschleife is also not available. The Nürburgring sprint track has to be used for the first transverse dynamics measurement during the test and adjustment runs before the fifth VLN run. The McLaren 675LT mixes in between racing vehicles from the Porsche GT3 Cup to GT3 bolides à la Mercedes SLS - a lot of fun and disappointment at the same time.

First of all: The lap time was achieved in one lap without traffic. In terms of top speed, the McLaren should have been the clear leader on this Nürburgring test day. It's wonderful when you turn onto the start and finish straight with a street legal vehicle and then casually accelerate a GT3 racing car. When braking, the McLaren 675LT also impressed in the test with stability, well-coordinated ABS control and high deceleration values. Enough of the praise.

Noticeable steering understeer in the McLaren 675LT

Now to the complaint: The balance of this test car was only moderate! Noticeable steering understeer spoils the mood. The predecessor models MP4-12C and also 650S tended to be more defined by the front axle. From the McLaren 675LT we finally expected a more jagged turn-in behavior. Especially after McLaren announced that the special version was 'close to the P1'. The razor-sharp steering behavior of the McLaren super sports car P1 remains unforgettable and unmatched by the 675LT.

It is incomprehensible why McLaren has the tire dimensions of the 675LT (235/35 ZR 19 front and 305/30 ZR 20) in the same format as the 650S left. McLaren's motorsport department shows how it could also work: The current McLaren GT3 racing vehicle uses, among other things, wider front wheels than the previous version to reduce understeer. The McLaren 675LT also had slight traction problems when accelerating out, especially after tight corners on the Nürburgring sprint track.

The LT was unable to implement the grip level of the new Trofeo-R tires that day. Let's do the visitor from Wokingwrong? Was it possible that the axle geometry was incorrectly adjusted? The fact is: we can only reproduce what we experienced on that test day. But with us everyone gets a second chance. And that's what the McLaren 675LT gets on the small course from Hockenheim. At the latest on the sport auto reference slope, everything has to be right, because that's where we come to our final conclusion about the McLaren special model.

You can read more tests, comparative tests and driving reports in the new sport auto 09/2015 .


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