McLaren has been shining on its luxury station wagons since the model was launched in 2019 – we revisit
“Waters passing by at night, talking to each other as they pass, showing only one signal…and then darkness and silence.” Here’s a poem by Henry Wadsworth Longfellow and a quote from the famous metaphor of McLaren GT and me. I see it from a distance, occasionally attracted by the light of its headlights, but never see it, sitting inside it or driving it. I've read it and heard it's a car that might not be quite clear where it fits - so the invitation to trial revisions seemed like the perfect opportunity to know yourself, and finally, until now this fabulous maca.
This is not really a release because these revisions proved not important. After talking to the McLaren guy, the result is a bit more specs – basically more gadgets – and improved brake boosters. The GT has been criticized for its insufficient brake pedal servo, so it has received more help. And because the inspiring conversation was short, I was in the driver’s seat soon, which seemed very McLaren to me, and overall, it was a good thing.
I like the DNA of McLaren driving posture: legs straight, arms bent, brake pedal setting perfectly for the left foot, the steering wheel is thin, no buttons. The quality is also good, most of the elements are wrapped in soft leather, filling the cabin with rich perfume. This is all perfect for a luxury car worth £160,000, although McLaren says the GT is all for ease of use and it's still not the easiest car to get started. The sills may be thinner and lower than other models, but they still rise sharply next to the seat, with the A-pillar position tightening the door holes; you need more rotation and knee flexion than a typical GT, which is for sure. Thankfully, I'm not that old and arthritis (also) come to classify it as a problem.
"Sign up" was at Millbrook Proving Ground in Bedfordshire, and the first port of call was the Hill Route. This is a place I'm very familiar with and I've licked it countless times, so I know if you're presumptuous, it'll bite tightly. It's not a track, it's a track deal. It was designed by General Motors to dynamically push the car and expose any weaknesses, rather than flattering them. This is a tight and tortuous tarmac with unstable ups and downs, negative curvature and a general lack of runoff. When you make mistakes, you will be punished for it. Today felt like a day in trouble because the ambient temperature isn't much higher than freezing point, the tires are cold, the surface is wet, and the GT has 620 horsepower and 465 lb-ft. It was like the ghost of doom was there and I was in the passenger seat.
Needless to say, this is tricky. Even considering the throttle, the amber lights flash (it's really not a day when ESP shuts down heroes, even if I have the option) and the only meaningful option is to keep the suspension soft and forgiving, with the same engine mapping. Honestly, I didn’t learn much, so when I was invited to travel the road around, I knew the road well and I accepted it with gratitude. It's a GT car after all, so the road is its natural habitat. But the first few miles were accelerating and braking hard, just to get the tire temperature readings to a vaguely reasonable 30 degrees, and then, finally, I could use the throttle consciously. Now the GT may have a wider power range than the 720 S, but I have never driven anything with the M840T 4.
It's still the engine I respect and not love, which starts with the noise. The car is equipped with a sport exhaust, but it is vibrant rather than affectionate. When you turn it off, all that's left is just a little bland, so in the GT market, for noise, I'll go with the DB11 or Continental GT V8 every day, which also have a more GT-like power output. The McLaren GT revs up to 3,000 rpm without much preparation.It's a very old-school turbo in this respect, but just before you get there, there's a warning that the pressure hiss in its intake pipe is about to begin. This prelude is like a wick burning on Catherine’s wheel, because once the tipping point is reached, the transition from inaction to action is immediate. Bang… your kidney is kicked
Thank God, finally there is some traction, so it is controllable – once you readjust your senses – you can start to enjoy the quality of the GT. It may not be as refined as the Bentley, but it is relatively small. This makes it perfect for threading, so tall hedges and tall curbs won't leave you helpless like the DB11 or Continental GT. It is a rare treat these days, with the 1530 kg weighing much lighter than either of these two British people, which is very different from McLaren's obvious lack of inertia and willingness to change direction. Even if Aston and Bentley were able to match its grip, they were likely to do it with their fat tires and big contact spots, which was like a blacksmith making a blacksmith and the GT was a silversmith. It's all in the details.
This is achieved through the transformation of GT. It makes you aware of every surface change and changing camber, and it is lightweight, refined and extremely accurate. Now, many people attribute these properties to its hydraulic boost, not electric boost. McLaren also pointed out this rarity without hesitation, so I asked the people of Working why they felt that this was the only way out? After all, the game has started with the age of boring EPAS systems, and just a quick drive of the 992 GT3 will show you that they can be equally chatty now. Furthermore, not all feedback is good, as evidenced by the violent rebound of the GT column over a steeper ridge. This is something you can call out with a good EPAS system while still allowing important messages to be filtered.
Putting aside the advantages and disadvantages of hydraulic steering and electric steering, kickbacks are not what you expect from a large station wagon. For me, this is the pin to start unbuttoning the GT purpose line. The brakes may be slightly easier to use now, but everything else it still makes the supercar scream: fierce power output, the roar of the engine, the openness of the carbon fiber barrel, the noise at speed, and its driving stability. Of course, the ability of the chassis to never shake the occupants is admirable—but so is the 720S.
Also, if you are willing to accept the GT's obvious supercar quality as an advantage—of course, they are what separates it from Bentley or Aston—then you keep wondering that it's not possible to be a supercar. This means that when you drive it back to back with the 720S, I do that, and you tend to interpret each tumbling back as more curse than blessings. If you are buying a supercar, then you definitely want purity, excitement and knowing that your dream car is the best? The GT isn't like that - but it's not like a grand car tourer either. Yes, it has a rear hatch and there is room for a golf bag underneath, but Bentley has two such spaces where you don't have to heat up the tires on the way to the club. If you want something similar but still agile, Ferrari Rome is arguably better gear to cover all bases. Or, better yet, rather than sacrificing any driving pleasure, go light and buy the 720S - McLaren has zero compromises and is better for it.
specifications | 2021 McLaren GT
engine: 3,994cc, twin-turbocharged, V8
transmission: 7 speed dual-clutch automatic, rear-wheel drive
power (horsepower): 620 @ 7,500rpm
torque (lb ft): 465 @ 5,500-6,500rpm
0-62mph: 3.2 seconds
top speed: 203mph
weight: 1,530kg (DIN)
MPG: 23.7
CO2: 270g/km
Price: 165,230 pounds
