2020 McLaren GT Coupe Review – McLaren is not one to follow norms. Whether it’s the iconic F1 supercar of the ’90s with its racing car-like Center mounted driver’s seat, the newer Senna and its wild low-door windows or the new Speed tail’s trick embedded rear ailerons, the British carmaker routinely breaks with the Convention.
2020 McLaren GT Coupe Review
The 2020 McLaren GT is no exception. As the brand’s self-proclaimed Grand Tourer, the $ 210,000 GT challenges the status quo by passing traditional features of the class, such as a front-mounted engine and room for four, to a mid-engine layout and half as many chairs.
The GT uses a modified variant of the carbon-fiber passenger cell currently in Mclare’s Sports Series models (570S, 570GT, 600LT). The new setup, dubbed the MonoCell II-T, adds a carbon-fiber rear upper structure that allows the GT to incorporate a significant load floor under the tailgate. With 14.8 cubic feet of space, GT’s Cargo Bay Bentley Continental GT’s trunk of 2.2 cubes tops. Factor in McLaren’s 5.3-cubic-foot frunk (ie front trunk) and Delta between the two British coupes expands to 7.5 cubic feet. Don’t judge the GT’s cargo area by its volume, though. Long, superficial and Lumpy, the GT cargo compartment is less useful than the technically smaller trunks of competing Grand tourers. Nevertheless, McLaren claims the GT can fit a set of golf clubs or two pairs of six-foot skis and boots with room to spare for luggage. Squeezing all this in, though, may require some Tetris-like ingenuity.
Hiding under GT’s Cargo Floor is McLaren’s latest Twin turbocharged 4.0-liter V8 (dubbed the M840TE). The engine produces 612 horsepower and 465 pound-feet of torque, which it sends to the rear wheels by a seven-speed dual-clutch transmission. With Launch Control engaged, McLaren claims the GT will shoot at 60 miles per hour in 3.1 seconds and on to a top speed of 203 mph. large and rather clumsy intakes of the doors duct air into the engine bay to keep things cool.
Thanks to the flow of air brought in by these vents, as well as the heat absorbing effects of car noise, vibration, and hardness materials, McLaren claims the cargo area floor never tops 104 degrees Fahrenheit. Impressive, given the exhaust system comes to almost 1,000 degrees Fahrenheit. That said, my backpack felt completely toasty after a few hours in GT’s rear hatch. I would think twice before putting in expensive electronics or things that can melt back there.
While the GT is cosseting by McLaren standards, it’s not quite as pampering as more traditional Grand tourers like the Bentley Continental GT or the Aston Martin DB11. McLaren’s footwells are narrow, its 7.0-inch touchscreen infotainment system is finicky and, at times, confusing to operate (it also mostly disappears when you watch it while wearing polarized sunglasses), and there’s not a single advanced security function On board.
That’s right, if you want Adaptive Cruise Control, automatic front braking, Lane Departure Alert, blind-spot monitoring, and the like, then you’re SOL. the same goes for ventilated or massaging seats. It is disappointing McLaren does not see fit to at least offer any of this kit as an option given GT’s Grand Touring intentions.
Fortunately, blind spots are limited thanks to the car’s large windows, while the interior includes high-quality metals, sumptuous leather and clutch equipment that click into place with the weight and precision of an Olivetti typewriter keys. Spend $ 9,500 on the Pioneer or Luxe package and McLaren adds machine-operated seats with heaters, a Power-adjustable control column, ambient interior lighting and package-specific interior colors and brightwork. Both packs also contain a loading area lined with SuperFabric, which has small guard plates woven into the fabric to prevent damage to the trunk. Additionally, a $ 5,500 Premium package NABS a front-end Lift to overcome steep driveways or high obstacles, Power-folding side mirrors, a 12-speaker Bowers & Wilkins sound system, machine-operated rear hatch, and a luggage area Cover.
Still, the GT turns out to be a better sports car than the Grand Tourer as I push it about the snaking roads that cut through Castellane, France. The V8 engine suffering from a lack of low-end torque and plenty of turbo lag around the city comes alive when its flat-plane crank crosses the 3,000 RPM mark (where 95 percent of its torque comes online) and eagerly zings toward and past its 7,500 RPM Power Peak. The dual-clutch gearbox, which – in automatic mode – slides and stumbles through gearshifts like a pig in mud, completely transforms into manual mode, and every push or pull of the thick, steering wheel mounted paddle emits a satisfying and audible click that precedes a quick, and near-immediate, COG swap.
Meanwhile, the adaptive dampers, adeptly control the car’s body movements without punishing its occupants in comfort mode (don’t worry, there are sports and track modes for the more masochistic).
Factor in the car’s race car-like brake pedal action and hydraulically assisted power steering that feels directly connected to the staggered, model-specific Pirelli P-Zero tires (20 inches up front and 21 inches in the rear), and the GT engages its driver in a way that no one Traditional Grand Touring car sold today does.
AK, no matter the occasion, the V8 and its associated exhaust are just a mini too muted for my taste. Even with a standard active exhaust that uncorks the tubes with heavy Accelerator inputs in comfort mode (it remains open in Sport and Track mode), the GT exhaust note is pretty Tam-even among Grand Touring cars. It’s worse off in the cabin where the hum of the engine’s turbochargers drowns out the exhaust system’s song. A sports exhaust is available for $ 3,500 and it can solve this quibble.
The 2020 McLaren GT continues the British automaker’s crusade towards the status quo. While other Grand Touring cars Coddle the driver, the GT offers an immersive driving experience. Obviously, it’s a little too immersive for this segment. Regardless, no one will accuse McLaren of following the norm.