Read more: McLaren 720S review: 0-60 in 2.8 seconds with more theatre than a Ferrari
McLaren has never replaced an existing car, until now. The 720S mid-engine, rear-wheel-drive supercar is the successor to the 650S Coupé. At 1,283kg it is 18kg lighter than its predecessor, but by borrowing construction notes from the P1 hypercar, the 720S integrates the upper part of its chassis with the monoqoue carbon-fibre “tub” (and given the moniker “Monocage II”), which results in extreme strength and rigidity and incredibly thin pillars (subsequently, McLaren claims it has the best visibility of any supercar in world).
Requisite supercar performance is supplied by a new, twin-turbocharged 4.0-litre V8 engine that puts out 770Nm, with a power-to-weight ratio of up to 561PS per tonne, taking the car from 0-60mph in 2.8 seconds and on to 200kmh in 7.8 seconds - topping out at a maximum speed of 212mph.
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The 720S also sports a new generation of McLaren’s active chassis system, Proactive Chassis Control II. The previous system relied on driver input to trigger suspension adjustments, however, Proactive Chassis Control II goes further by also using a set of algorithms to adapt to undulations in the road and changes in ambient temperature. The result is a novel drive mode called 'Magic Carpet Ride.'
The reason ambient temperature is monitored is because it can affect the speed at which the oil in the Chassis Control system flows through pipes. McLaren has also placed accelerometers on each wheel of the 720S, so the algorithm, which was developed at Cambridge University over a period of six years, processes the data and determines where to send the fluid. This, in turn, means the 720S decides on the fly if it should load up the system one side or one corner, or the front or back.
To ensure the 720S remains firmly planted on the road, even at speeds approaching 200mph, McLaren has created its highest-ever levels of aerodynamic downforce in a Super Series car by channelling air through layered body panels.
If, however, you are in a mood to forgo maintaining grip, the 720S has a new Variable Drift Control. In this mode, the driver can use the touchscreen to choose exactly how much drift to enable from the traction control system. The stability systems remain on, though, which makes such schoolboy hooning much safer. Drivers can even save favourite settings, for example Silverstone Wet, Donnington Dry.
The interior continues the luxurious design theme established in the 570GT, and thanks to that Monocage II construction, jet-fighter style all-glass canopy, and attention to detail such as having the C pillars glazed and solid aluminium machined vents, the sense of space and comfort inside is not one usually experienced in a supercar.
However, WIRED is most impressed by the adaptive instrument cluster in the 720S, which on entering the vehicle lifts up and out of the dashboard to reveal the 10in HD custom digital screen. It is pure theatre. If you want to switch to full track setup, then you can choose to keep the instrument cluster stowed so that only a thin slit screen is visible, which gives only essential readouts such as gear-change prompts, gear selected and speed, removing other visual distractions so the driver can concentrate on lap times. Available from May. £207,900 cars.mclaren.com
WIRED recently got exclusive, behind-the-scenes access to the McLaren 720S. Subscribe to WIRED to be among the first to get your hands on the May issue to see more amazing images.
**Engine:**M840T engine, 4.0-litre twin turbo V8, 3,994cc Power: 720PS @ 7,500rpm **Torque:**770Nm @ 5,500rpm **Transmission:**7 Speed SSG **Suspension:**Independent adaptive dampers, dual wishbones, Proactive Chassis Control II **Brakes:**Carbon Ceramic Discs (F: 390mm R: 380mm) Length: 4,543mm **Wheelbase:**2,670mm **Height:**1,196mm **Width, with mirrors:**2,161mm **Lightest dry weight:**1,283kg **Luggage capacity:**150ltr (front); 210ltr (rear)
**0-60mph:**2.8 seconds **0-200km/h:**7.8 seconds **0-300km/h:**21.4 seconds 0-400 m (¼ mile): 10.3 seconds **Maximum Speed:**212 mph
This article was originally published by WIRED UK
