The McLaren GT in the individual test
Welcome to McLaren’s new “touring car” – the McLaren GT: ultra-light carbon fiber monocoque, V8 Biturbo with 620 HP, from zero to 200 km / h in 8.8 seconds, 326 km / h top. The test clarifies whether the Brit is a real GT!
Before testing the McLaren GTon the subject, please hand on your heart: How do you imagine a Gran Turismo suitable for long-distance travel? Perhaps as a luxurious, 2 + 2-seater coupé with a powerful front engine and exquisite equipment in the spacious interior? Or even as a flatter, moderately sporty derivative of a fat luxury sedan? Well, to say that the English racing and sports car manufacturer McLaren takes a “somewhat” different approach with their new GT would be nothing short of an epic understatement. Because the beauty built on the same carbon-fiber lightweight monocoque as the brute athlete 720S, which lies only flat over the asphalt, has absolutely nothing to do with the classic representatives of the Gran Turismo guild outlined at the beginning. Actually. On closer inspection, however, subtleties are already in the spotlight, that fundamentally differentiates the McLaren GT from its wilder brothers and tend to move towards everyday and travel suitability. In any case, this becomes obvious immediately after threading into the sacred interior. High-quality ambiance, good sense of space The space available is really good, apart from the ample foot space. Neither does it tweak to the side, nor can adults of normal height complain about too little air above the top of the head. The ergonomics offered are also remarkable. Most controls are within easy reach, and the two-seater even has some smart storage solutions, for example in the doors. There are also very comfortable seats that are absolutely suitable for long distances in our test.
THE MCLAREN GT IN THE TEST
Typical for current McLaren models and thus also for the McLaren GT is good clarity in the direction of travel thanks to the large window and seating position that is very close to the front axle. On the other hand, you don’t see much because of the tiny rear window. This is all the truer when the 420-liter storage space behind the seats is filled with luggage and the window is covered by it. Another typical Gran Turismo is the luxurious choice of materials with plenty of cleanly processed leather and generous use of polished and brushed metal surfaces. Particularly nice: the shift paddles milled from solid. The comfort on board also proves that we are in no way dealing with a puristic hypercar. Heated seats, automatic climate control, Lounge-like ambient lighting and a multimedia navigation system with digital radio and Bluetooth interface are part of the standard scope. All of this, however, dramatically fades into the background with the push of the red button that brings the 4.0-liter V8 hidden deep in the vehicle to life. In the cold start phase, the engine rumbles and vibrates in a rather gruff manner. And even when it is warm, it always shakes slightly – as if the Biturbo could hardly wait to finally let go of the chain. Depressing the accelerator pedal then releases a dramatic elemental force. With awe-inspiring screams, the eight-cylinder whipped the 1575-kilogram McLaren GT to 100 km / h in a staggering 3.1 seconds, only to pass the 200 km / h mark after another 5.7 seconds.
THE GT CAN BE BRUTE AND COMFORTABLE
But unlike many other wild vehicles from the racing forge, the available power of the McLaren GT can be measured very moderately, since the engine responds spontaneously to minor movements of the right foot. The engineers have designed the torque curve of the 4.0-liter Biturbo a bit flatter overall so that the engine rages furiously but sensitively at lower revs before the acceleration at 5500 revs at the latest, i.e. when the engine reaches its maximum torque of 650 Newton meters reached, finally exploded. However, that unique driving experience that is so deeply rooted in the DNA of every masterpiece from Surrey immediately arises on winding terrain. The linchpin here is the uncompromisingly precise, extremely responsive steering, which, contrary to the current trend, continues to rely on hydraulic servo support instead of an electrical one. In the test, the McLaren GT followed any changes of direction that were initiated and subsequently reached almost absurd cornering speeds. Thanks to its largely neutral driving behavior in the limit area and the good traction – at least with well-tempered tires – the pilot quickly gains confidence in the car. The constantly relentlessly decelerating brake, blessed with crystal-clear pedal feel, also contributes to this. However, this needs to be used with a lot of effort – even at the traffic lights, because if the pedal pressure is too low, it can happen that the GT rolls off unintentionally – minor damage, the repair of which could result in astronomical heights, would then be programmed. Is the McLaren GT basically “just” a pure super sports car? Yes and no, because in addition to the fabulous driving dynamics, the Briton also got the talent for relaxed travel into the cradle. On long motorway stages, it is striking that the GT is extremely full without being annoying with exaggerated body movements. The wheels scan the ground extremely sensitively for a high-performance high-flyer with such high driving dynamics. Smaller potholes, edges and transverse joints are surprisingly smoothly compensated for by the chassis equipped with adaptive dampers. With deep bumps, however, the travel is naturally used up quite quickly. The low wind noise, even beyond 150 km / h, underpins the manufacturer’s claim to full-bodied comfort. a pure super sports car? Yes and no, because in addition to the fabulous driving dynamics, the Briton also got the talent for relaxed travel into the cradle. On long motorway stages, it is striking that the GT is extremely full without being annoying with exaggerated body movements. The wheels scan the ground extremely sensitively for a high-performance high-flyer with such high driving dynamics. Smaller potholes, edges and transverse joints are surprisingly smoothly compensated for by the chassis equipped with adaptive dampers. With deep bumps, however, the travel is naturally used up quite quickly. The low wind noise, even beyond 150 km / h, underpins the manufacturer’s claim to full-bodied comfort. a pure super sports car? Yes and no, because in addition to the fabulous driving dynamics, the Briton also got the talent for relaxed travel into the cradle. On long motorway stages, it is striking that the GT is extremely full without being annoying with exaggerated body movements. The wheels scan the ground extremely sensitively for a high-performance high-flyer with such high driving dynamics. Smaller potholes, edges and transverse joints are surprisingly smoothly compensated for by the chassis equipped with adaptive dampers. With deep bumps, however, the travel is naturally used up quite quickly. The low wind noise, even beyond 150 km / h, underpins the manufacturer’s claim to full-bodied comfort. because in addition to the legendary driving dynamics, the Briton also got the talent of relaxed travel in the cradle. On long motorway stages, it is striking that the GT is extremely full without being annoying with exaggerated body movements. The wheels scan the ground extremely sensitively for a high-performance high-flyer with such high driving dynamics. Smaller potholes, edges and transverse joints are surprisingly smoothly compensated for by the chassis equipped with adaptive dampers. With deep bumps, however, the travel is naturally used up quite quickly. The low wind noise, even beyond 150 km / h, underpins the manufacturer’s claim to full-bodied comfort. because in addition to the legendary driving dynamics, the Briton also got the talent of relaxed travel in the cradle. On long motorway stages, it is striking that the GT is extremely full without being annoying with exaggerated body movements. The wheels scan the ground extremely sensitively for a high-performance high-flyer with such high driving dynamics. Smaller potholes, edges and transverse joints are surprisingly smoothly compensated for by the chassis equipped with adaptive dampers. With deep bumps, however, the travel is naturally used up quite quickly. The low wind noise, even beyond 150 km / h, underpins the manufacturer’s claim to full-bodied comfort. The wheels scan the ground extremely sensitively for a high-performance high-flyer with such high driving dynamics. Smaller potholes, edges and transverse joints are surprisingly smoothly compensated for by the chassis equipped with adaptive dampers. With deep bumps, however, the travel is naturally used up quite quickly. The low wind noise, even beyond 150 km / h, underpins the manufacturer’s claim to full-bodied comfort. The wheels scan the ground extremely sensitively for a high-performance high-flyer with such high driving dynamics. Smaller potholes, edges and transverse joints are surprisingly smoothly compensated for by the chassis equipped with adaptive dampers. With deep bumps, however, the travel is naturally used up quite quickly. The low wind noise, even beyond 150 km / h, underpins the manufacturer’s claim to full-bodied comfort.
THE MCLAREN GT IN THE CONNECTIVITY CHECK
A multimedia system with navigation, Bluetooth interface, and digital radio DAB is standard onboard the tested McLaren GT. But: The smartphone integration via Apple CarPlay or Android Auto or other online functions, which is mandatory even in small cars, is completely absent – with the exception of real-time traffic information.
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