Along came another Spider

While we still wait to drive the Artura, Mclaren has revealed the 765LT Spider

THE ARTURA IS COMING, DON’T worry. Mclaren hasn’t forgotten about the replacement for its Sports Series models. The new V6 hybrid powered car will, we are faithfully told, be available to drive in September, following delays linked to the pandemic that took a bit of a toll on Mclaren’s finances. This meant some housekeeping was required to get the current account in order before the Artura could be released to the world.

Therefore, following a £175m sale and lease back of its Woking HQ, 800 redundancies, a £150m loan from the National Bank of Bahrain, a £275m loan against its collection of old F1 cars and the recent announcement of £550m of fresh investment (existing shareholders providing £150m and new investors £400m), Mclaren has dusted itself down and is ready to go again.

Granted, VW probably spent the same on the woeful infotainment system in the new Golf, but for Mclaren this new cash means it can focus on making cars again, such as the new 765LT Spider.

It’s limited to 765 units, as per the coupe, has its sights set on Ferrari’s 812 GTS and will cost £310,500 before any discount, an issue that Mclaren still has to work on. Along with reliability, but we’re confident both can be resolved.

BODY & ROOF

The recipe is nothing radical over previous Mclaren models. The 765LT Spider shares the same basic Monocage II tub as the coupe, but the coupe’s central spine has been removed (improving interior head space) and the Spider is equipped with a new integrated rollover protection system that links to the car’s rear subframe. There is also an additional upper structure in the engine bay. The roof panel is made from carbonfibre and the 720S Spider’s glass buttresses remain.

INTERIOR

Carbonfibre and Alcantara rule the interior. The former includes carbon-shell race seats that save 18kg over the 720S sport seats, and some might recognise them from the P1, where they were first used. The carbon central tunnel is a mere 0.8mm thick, the door pockets are now nets, and by removing the floor carpet Mclaren has saved 2.4kg, with an additional 1.5kg saved by ditching the radio and a further 10kg by removing the air-conditioning system. Additional weight saving can be achieved by fitting the seats from the Senna.

CHASSIS

There’s no change to the 765LT Spider’s chassis over the coupe’s, which means you get Mclaren’s trademark Proactive Chassis Control suspension system that utilises hydraulically cross-linked dampers to do away with the need for traditional anti-roll bars. LT springs and dampers are also fitted, with the Spider benefiting from the same 5mm ride height drop and 6mm wider track as the coupe. At 1388kg, the Spider is 49kg heavier than the coupe.

BRAKES & WHEELS

There’s a new ten-spoke design of 19 (front) and 20 (rear) inch forged alloy wheels, with Pirelli P Zero Trofeo R tyres the default fit and the wheels weighing a combined 22kg less than those available for the 720S. Being an LT model means the latest carbon-ceramic discs with the calipers from the Senna are fitted, and for those wanting even greater braking performance the full Senna braking system is available as an option, which includes discs that are 60 per cent stronger and provide four times the thermal efficiency.

ENGINE

You didn’t expect anything radically different for the Spider’s engine, did you? It retains the Ricardo-built 4-litre twin-turbocharged V8 that Mclaren has used for an eternity, with forged pistons, a three-layer head gasket, carboncoated valvetrain followers and twin-scroll turbos with electronically controlled wastegates – all as per the coupe. Which means the same 754bhp at 7500rpm and 590lb ft at 5500rpm. The seven-speed double-clutch gearbox is also unchanged. Zero to 62mph takes 2.7sec (a tenth slower); top speed remains 205mph.

AERODYNAMICS

Visually, and roof aside, the 765LT Spider’s carbonfibre body isn’t altered from the coupe’s. It has the same front splitter and bumper, the lower door blades and side skirts are the same and the rear bumper – and quad exit exhaust tips – are unchanged. And while the active rear wing is the same design, its action has been recalibrated to optimise aero performance with the roof open and closed, resulting in a 25 per cent increase in downforce over a 720S Spider.