Mclaren 720S 1st Generation

The Renaissance in Woking

The story of the McLaren 720S doesn't just begin with its launch in 2017, but rather with McLaren Automotive's critical need to establish itself as a mature road car manufacturer, capable of not only competing with, but overcoming the established Italian hegemony of Ferrari and Lamborghini. Following the launch of the MP4-12C in 2011 and its evolution into the 650S, the British brand, based in Woking, needed a product to define the second generation of its "Super Series" — the backbone of its product range.

The project, codenamed P14, was born under the ambitious "Track22" business plan, which foresaw a £1 billion investment in research and development to launch 15 new models or derivatives by 2022. The goal was not merely incremental; McLaren sought a quantum leap in performance that would make the 720S untouchable in direct comparisons for an entire life cycle. When the curtains fell at the 87th Geneva Motor Show in March 2017, the world didn't just see a successor to the 650S, but a vehicle that redefined the performance parameters for series-production supercars.

The Engineering Challenge

The premise was to create a car with an unprecedented breadth of capability: it needed to be refined enough for daily use, absorbing urban asphalt imperfections with the docility of an executive sedan, while simultaneously offering track performance capable of challenging dedicated hypercars. To achieve such a dichotomy, McLaren's engineering had to abandon traditional components and rethink aerodynamics, the carbon structure, and the electronic chassis management from scratch. The result was a vehicle that, according to official data, reached a top speed of 341 km/h and accelerated from 0 to 100 km/h in 2.9 seconds, numbers that put the competition on immediate high alert.

The "Eye Socket" Controversy

The design of the 720S, led by Rob Melville and Frank Stephenson, radically broke away from the visual language of previous models. The most polarizing feature at launch was the absence of conventional headlights. In their place, McLaren introduced what it called "eye sockets" — large dark cavities in the front fascia.

This decision was not aesthetic, but purely functional. Within these cavities reside not only the adaptive LED headlights, but also critical air ducts that channel airflow to the Low Temperature Radiators (LTRs). This solution allowed the front of the car to remain low and aggressive, improving driver visibility while resolving the thermal needs of a significantly more powerful engine.

The Double-Skin Doors

Perhaps the most significant design innovation of the 720S is the absence of large side air intakes, which had been a visual signature of almost all mid-engine supercars since the 1980s. McLaren managed to eliminate these visible openings by creating "double-wall" or "double-skin" doors.

The fast, turbulent air exiting the front wheels and passing the A-pillar is captured by a hidden channel within the door structure itself. This channel accelerates the airflow and directs it straight to the High Temperature Radiators (HTRs) mounted ahead of the rear wheels. According to McLaren, this solution improved cooling efficiency by 15% compared to the 650S model, while simultaneously increasing the vehicle's overall downforce. The design is biomimetic, inspired by the hydrodynamic efficiency of the Great White Shark, resulting in an organic, fluid shape free of unnecessary appendages.

Active Aerodynamics

The rear of the vehicle is dominated by a full-width active wing, which operates in harmony with the rest of the bodywork. This wing doesn't just serve to generate aerodynamic pressure in high-speed corners. It has three main functions operated automatically by the vehicle's software:

• Driver Downforce: The wing adjusts to provide the necessary grip depending on the speed and driving mode (70% to 80% deployment in corners).
• DRS (Drag Reduction System): On high-speed straights, the wing flattens to reduce drag and allow the car to reach its top speed of 341 km/h.
• Airbrake: Under heavy braking, the wing fully deploys in less than half a second, acting as an aerodynamic parachute. This not only helps decelerate the car through drag but also shifts the center of aerodynamic pressure to the rear, keeping the rear axle planted on the ground and allowing for greater braking force on the front brakes without losing stability.

The Evolution of Carbon

McLaren is a pioneer in the use of carbon fiber, having introduced the material to Formula 1 in 1981 and to road cars with the F1 in 1993. The 720S debuted the Monocage II structure. Unlike the "MonoCell" structure of the previous generation (which was an open "tub" with aluminum structures for the roof), the Monocage II is a complete safety cell, integrating the roof and pillar structure into a single, extremely rigid and lightweight carbon fiber piece.

Dynamic and Habitability Benefits

The structural rigidity of the Monocage II allowed McLaren engineers to reduce the width of the door sills and lower them, drastically easing entry and exit from the vehicle — a common criticism of earlier supercars. Furthermore, the material's strength allowed for extremely thin A, B, and C pillars. The C pillar, in particular, is glazed or translucent in certain configurations, providing over-the-shoulder rear visibility that is virtually nonexistent in competitors like the Lamborghini Huracán.

The dry weight of the 720S Coupé, in its lightest configuration, is just 1,283 kg, while the curb weight (DIN), with fluids and 90% fuel, is 1,419 kg. This lightness is fundamental to the car's performance, resulting in a power-to-weight ratio of 561 PS per tonne, a figure that surpasses most rivals of the time.

Mechanical Engineering

The heart of the 720S is the M840T engine. Although it shares the twin-turbo V8 lineage with the M838T engine used in the 650S and 570S, the M840T was significantly reworked, with 41% of its components being new.

• Displacement: Cubic capacity was increased from 3.8 liters to 4.0 liters (3,994 cc) by increasing the piston stroke by 3.6 mm.
• Internal Components: The engine uses lighter pistons and connecting rods and an ultra-stiff crankshaft, allowing for rapid revving and a rev limit of 8,500 rpm (with peak power at 7,500 rpm).
• Turbochargers: McLaren adopted low-inertia twin-scroll turbochargers capable of spinning at 160,000 rpm. The use of electronic wastegate actuators allows for precise boost pressure control, minimizing turbo lag and improving throttle response at low revs.

Power and Torque Figures

The official factory figures are impressive on their own:

• Power: 720 PS (710 bhp / 530 kW) at 7,500 rpm.
• Torque: 770 Nm (568 lb-ft) at 5,500 rpm.

However, the automotive world quickly discovered that these numbers were conservative. Independent dynamometer (dyno) tests frequently showed the car producing nearly 700 horsepower at the wheels, which, factoring in drivetrain and differential losses, suggested the true engine power (at the crank) was closer to 750 to 780 horsepower. This practice of "under-promise and over-deliver" became a McLaren hallmark in this era, solidifying the 720S's reputation as a "hypercar killer."

Transmission

Power is sent to the rear wheels via a 7-speed dual-clutch transmission (SSG - Seamless Shift Gearbox). The transmission software was recalibrated for even faster shifts in track mode, using the inertia of the rotating components to provide a torque "push" on upshifts, increasing the sensation of acceleration.

Suspension Technology

While most competitors use physical anti-roll bars (metal torsion bars) to control body roll in corners, McLaren utilizes an interconnected hydraulic system. In the 720S, this system evolved into the Proactive Chassis Control II (PCC II).

The PCC II hydraulically connects the dampers: when a left-side wheel is compressed in a corner, fluid is transferred to resist compression and keep the body flat. In a straight line, the system decouples this stiffness, allowing each wheel to absorb bumps independently.

The Optimal Control Algorithm

The brain of the PCC II system is based on PhD research from the University of Cambridge. The system uses 12 additional sensors compared to the 650S, including an accelerometer in each wheel hub and pressure sensors in each damper. These sensors read the road surface and driver inputs (steering angle, throttle position) and adjust the damping valves in milliseconds. The result is a car that offers a "magic carpet" ride comfort in Comfort mode, but becomes surgically precise and rigid in Track mode.

Variable Drift Control (VDC)

To make 720 horsepower performance accessible and fun, McLaren introduced Variable Drift Control. This system allows the driver to adjust, via an on-screen graphic, the level of traction control intervention and the permitted slip angle. This democratized limit handling, allowing less experienced drivers to explore oversteer (tail stepping out) with an adjustable electronic safety net.

The Weight Challenge

Historically, transforming a coupe supercar into a convertible (Spider) involved significant compromises: the car became heavier due to necessary structural reinforcements and the roof mechanism, and torsional rigidity decreased. With the 720S Spider, launched in December 2018, McLaren defied this convention.

Thanks to the inherent rigidity of the Monocage II carbon structure, no additional reinforcement structure was needed in the lower chassis. The only structural change was the adaptation of the upper rear section to accommodate the roof, resulting in the Monocage II-S structure.

The result was a weight increase of just 49 kg over the Coupé, totaling a dry weight of 1,332 kg. To put this in perspective, McLaren claims the 720S Spider is 88 kg lighter than its closest direct competitor (the Ferrari 488 Spider).

The Retractable Hard Top (RHT)

The roof system is a single-piece carbon fiber top operated electrically (abandoning the hydraulic system of previous models to save weight and gain speed).

• Speed: The roof opens or closes in just 11 seconds.
• Operation: It can be operated at speeds of up to 50 km/h.
• Silence: The operation uses eight electric motors that make the process nearly silent.

Visibility and Glazed Flying Buttresses

A design innovation unique to the Spider is the glazed flying buttresses. Instead of solid panels that block rear diagonal vision (blind spots), McLaren used glass, drastically improving visibility and the feeling of space in the cabin. In addition, the carbon roof could be specified with an electrochromic glass panel, which switched between transparent and opaque at the touch of a button, allowing light into the cabin even with the roof closed.

Acceleration and Top Speed

The performance figures of the 720S became legendary.

• 0-100 km/h: 2.9 seconds (Coupé and Spider).
• 0-200 km/h: 7.8 seconds (Coupé) and 7.9 seconds (Spider).
• 0-300 km/h: 21.4 seconds.
• Top Speed: 341 km/h (both models; Spider reaches 325 km/h with roof open).

The ¼ Mile King

On drag strips, the 720S cemented its reputation. While the factory claimed a quarter-mile (402 meters) time of 10.3 seconds, owners and specialized channels like DragTimes recorded bone-stock times in the 9.9-second range, and even 9.59 seconds in ideal grip and air density conditions.

These times placed the 720S, a "regular" series production car, in the same territory as much more expensive, limited-run hybrid hypercars like the Porsche 918 Spyder and LaFerrari in rolling acceleration races. This dominance forced the competition to respond: Ferrari, for example, had to equip the F8 Tributo (successor to the 488) with the 488 Pista's engine just to keep pace with the standard 720S.

McLaren kept the 720S life cycle vibrant through various special editions and focused packages, often developed by the MSO (McLaren Special Operations) division.

McLaren 720S Velocity (2017)

Right at the launch in Geneva, McLaren presented the "Velocity" theme to demonstrate MSO's capabilities.

• Paint: Featured a two-tone red finish: Nerello Red on the front and upper sections, fading into Volcano Red on the sides and rear.
• Interior: Carbon Black Alcantara trim with Harissa Red leather details.
• Exclusivity: Cost around £335,000 (British pounds), demonstrating the high ceiling for personalization.

McLaren 720S Track Pack (2018)

Not an edition limited by number, but a focused specification for owners who frequent circuits.

• Weight Reduction: 24 kg saved through carbon fiber racing seats (the same as the McLaren P1), a lighter sports exhaust, and 10-spoke forged wheels.
• Technology: Inclusion of the McLaren Track Telemetry (MTT) system, which uses three integrated cameras and a datalogger to provide real-time lap analysis.
• Safety: A titanium bar installed behind the seats for mounting 6-point harnesses.

720S MSO Apex Collection (2019)

An extremely restricted collection of just 15 units, marketed in Europe.

• Concept: Celebrated the apex speeds achieved at five famous European circuits where McLaren had historical success.
• Circuits: Silverstone (UK), Hockenheim (Germany), Paul Ricard (France), Spa-Francorchamps (Belgium), and Monza (Italy).
• Details: Each car featured carbon fiber sills engraved with the specific cornering speed of that circuit (e.g., 103 mph at Eau Rouge in Spa).

720S Le Mans Special Edition (2020)

Launched to celebrate the 25th anniversary of the McLaren F1 GTR's victory at the 1995 24 Hours of Le Mans.

• Production: Limited to 50 units globally.
• Visuals: Available only in McLaren Orange or Sarthe Grey. The most striking feature is the functional gloss black roof scoop, which channels air to the engine and enhances the auditory experience in the cabin.
• Wheels: Exclusive "LM" style 5-spoke wheels, evoking the design of the #59 F1 GTR race car.
• VIN: All chassis numbers began with 298, in honor of the number of laps completed by the winner in 1995.

McLaren 720S GT3

The FIA-homologated competition version for global GT3 championships. This car was the first GT developed internally by the McLaren Customer Racing division (previously, GT cars were developed in partnership with CRS GT). Due to Balance of Performance (BoP) rules, the GT3's engine is often restricted to around 500-550 horsepower to ensure parity with cars from other brands, despite having far superior aerodynamics and chassis compared to the road car.

McLaren 720S GT3X

Launched in 2021, the GT3X is McLaren's answer to the question: "What could the race car do without the restrictions of the rules?".

• Concept: A Track Only exclusive car, not street-legal and not homologated for official competitions.
• Engineering: Uses the GT3's chassis and aggressive aerodynamics (giant wings, diffusers, slick tires), but with the M840T engine "unlocked".
• Power: The engine produces the same 720 PS as the base road car but features a push-to-pass system on the steering wheel that delivers an extra 30 PS, totaling 750 PS.
• Experience: The interior was redesigned to accommodate a passenger seat (something impossible in the GT3 race car due to the safety cell/roll cage), allowing owners to take passengers for hot laps.
• Weight: Weighs just 1,210 kg, about 200 kg less than the road car, resulting in a devastating power-to-weight ratio of 620 PS per tonne (with the boost activated).

Production Volumes

McLaren operates with much lower volumes than brands like Porsche or even Ferrari. The total capacity of the Woking factory for all models is around 4,000 to 5,000 cars per year.

• Total Estimate: Analysts and enthusiast data indicate that total production of the 720S family (Coupé and Spider) over its 5-year life span (2017-2022) exceeded 5,000 units, but likely stayed below 7,000.
• Rarity: Although it was the brand's "core" model, the 720S remains considerably more exclusive than a Lamborghini Huracán, which had over 20,000 units produced.

Financial Context (2017-2022)

The life cycle of the 720S coincided with periods of turbulence and success for the McLaren Group. The launch in 2017 helped drive record sales, with the company selling 3,286 cars in 2016 and growing in subsequent years.

However, the final years of production (2020-2022) were marked by the COVID-19 pandemic and the global semiconductor crisis. Financial reports from 2021 and 2022 indicate that, despite strong demand (full order books), production was limited by supply chain constraints, which affected the final delivery volume of the last units of the 720S and the 765LT.

End of Production

Production of the McLaren 720S quietly ended in December 2022. The company confirmed that the model could no longer be ordered and that all capacity was being directed towards its successor, the McLaren 750S.

Arrival and Launch Prices

The model arrived in Brazil through the official importer Eurobike, consolidating the brand's presence in the national luxury market.

• 720S Coupé: The first units landed in 2018, with prices ranging between R$ 2.7 million and R$ 2.9 million, depending on the configuration.
• 720S Spider: Launched in Brazil in mid-2019, the convertible had a suggested starting price of approximately R$ 3.45 million, positioning itself at the top of the food chain of supercars available in the country at the time.

Used Market and Appreciation

The 720S has maintained robust value retention in Brazil. As of 2025, used 2018 models are still advertised for values close to R$ 2.7 million (according to the FIPE table and market listings), indicating that depreciation was minimal in nominal terms, protected by exclusivity and the dollar/real exchange rate variation over the years.

The McLaren 720S was not just "another fast car." It was a technological milestone that forced the entire supercar industry to move. Its combination of a carbon fiber chassis, proactive hydraulic suspension, and functional aerodynamics created a product that offered GT-class comfort with hypercar performance.

Summary Table of Specifications (Coupé vs Spider)

The model was succeeded by the McLaren 750S in 2023, which is a direct evolution (30% new parts, 30 hp more, 30 kg less), proving that the engineering foundation established by the 720S in 2017 was so advanced that, even six years later, it only needed refinements to remain at the top of the class. For collectors and enthusiasts, the 720S remains one of the most complete and technically impressive supercars of the 21st century.