The first McLaren road car, technically a Grand Tourer (GT). Of course, the 1969 McLaren M6GT, which could be described as “rudimentary” for a grand tourer, differs primarily from its M6A racing cousin by luxury features like license plates; a roof; a passenger seat; and some vinyl trim on the inside of the fiberglass doors. Only a few were manufactured before Bruce McLaren’s untimely death in June 1970.
But out of this thinly disguised road racing vehicle came the very concept of a McLaren GT road car, and now, some 53 years later, we can drive McLaren’s interpretation of a GT car.
The McLaren GT is a little different from other McLarens in diversity due to its greater focus on passenger comfort and friendliness. I did a test drive once when I was driving a McLaren 720S on a daily basis, and I would say that each and every McLaren can simply be an everyday car, as long as it doesn’t specify extravagant seats. Like more modern McLarens, the new GT is built around a carbon-fiber tank that houses a twin-turbo V8 and a seven-speed dual transmission. Automatic clutch transmission.
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Unlike most McLaren coupes, however, there’s no way to see the engine, as it’s covered by a large carpeted shipping space. The GT offers 420 litres of storage space under the rear window and in a special rear shelf the two seats. Space is gigantic yet oddly shaped and the maximum rear component heats up due to the exhaust duct. A regular tote bag will have a bit of compatibility.
It also has a 150L garage space in the boot, which is nicely shaped and can accommodate carry-on luggage with loose space. Although less bulky than in the rear, the front garage space is more practical and useful. If you’re wondering what those figures mean compared to other cars, a Porsche 718 Cayman offers 130 liters of front garage; and 270 L at the rear. If you use any strategy, the GT will have enough luggage for a couple to take a week-long trip.
No matter how many things you manage to put in the GT, it gets to your destination quickly. The engine is based on that of the 720S, but with smaller turbochargers. This reduces the force at maximum revs but increases reaction and functionality at low revs. with reduced turbos, the M840TE V8 generates 612 hp at 7,000 rpm; and 465 lb-ft of torque between 5,500 and 6,500 rpm.
Behind the wheel of the GT, I had to keep reminding myself that these were reduced turbos and that it’s the coldest car in the entire McLaren range!On the narrow, winding roads of Malibu Canyon, the GT feels surely maniacal. The range punch is so strong and within the tight confines of the canyons, you rarely have enough room to accelerate to the red line before braking for the next turn. But it’s a lot of fun to try.
The McLaren carbon inner tube defines the driving experience. It’s so stiff that even after driving other thoroughbred sports cars, the McLaren feels in a league of its own in terms of weight, stiffness and responsiveness. Ferrari sticks firmly to the aluminum design in all of its models, and the difference between a carbon fiber design and an aluminum one is quite noticeable when driving. It felt much more controllable and communicative than the Audi R8 GT (RWD) I drove this summer, for example.
It shouldn’t be a huge surprise that a mid-engine carbon-tub car is great to drive on good roads. You expect that. But how is it when used as, you know — a car?
From the moment you walk in, you start to suspect that the McLaren GT is a little more of a supercar than a Gran Turismo. Open those multi-million dollar doors and sit in incredibly low seats, once you’ve crossed the abundant threshold of carbon doors. The threshold is lower than on the harder McLarens, but it’s still visual when entering and exiting.
Once inside, the cabin is on the snug side, but well-appointed. Real leather trim abounds, mixed with plenty of (optional) carbon fibre. Typical McLaren interior elements like the tablet-style screen and three buttons for Reverse, Neutral, and Drive are prominent. Driving position is excellent and the seat fits me perfectly. The large metal paddle shifters have a very nice feel, and I love the milled aluminum pedals.
But at the end of the day, the interior is just a well-equipped workplace for doing business. It’s not like the interior of a Bentley, where you are immersed in an environment of leather, wool, aluminum, and glass.
One of the wonderful benefits of the GT over other mid-engined cars is visibility. The generous greenhouse provides excellent visibility in all directions, making driving this beloved car in traffic less stressful. The other wonderful thing about the GT is its magical suspension. When the chassis is stiff, the suspension can be comfortable. It’s a distinctive feature that Lotus first exploited in the 1960s, but one that works just as well today. Because the GT’s chassis is incredibly stiff, the active suspension can be comfortable enough not to be jarring. The suspension feels controllable on canyon roads, but also forgiving on bumpy streets.
That’s not to say the GT is without its qualms. It must be noted that, at $246,000, it is rather expensive. The engine delivers terrific power, but the noise it makes isn’t much to write home about. The Maserati MC20 and Audi R8 both sound more exotic at wide-open throttle.
I also need to say that I did experience some technical issues during my time with the GT, which is somewhat unusual. Once, the central infotainment screen refused to come to life when the car started. After re-starting multiple times to no avail, I gave up and started driving to my destination; it sprang to life without warning 10 minutes into the drive.
There was also a time when the GT flat-out refused to recognize my proximity key, leaving me with a car that wouldn’t start — until it changed its mind and recognized the key a few minutes later. These aren’t necessarily indicative of larger issues, but I do feel the need to point them out, as they did occur during my short three-and-a-half-day loan with the vehicle.
Can I forgive him? The GT is a strangely flexible car, and I thought it was an attractive edition in the GT segment. Fun to drive through canyons and comfortable on bumpy roads, with enough room for your luggage to take you and your date to Las Vegas for a weekend. Bruce McLaren was right in 1969.
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