The McLaren 720S: A Pinnacle of Sports Car Engineering, Driven Hard and Lived With
I still remember the first full-throttle run in the McLaren 720S. There’s that tiny inhale from the turbos and then—bang—the world narrows to a vanishing point. You don’t so much accelerate as rearrange geography. It’s one of those rare supercars that makes you laugh at the audacity of it all, even as you keep one eye out for the kind of bumps that make nose-lift buttons earn their keep. Honestly, I wasn’t sure at first if it would be too serious, too track-ish for daily life. Then I drove it on rough, cold, British B-roads and found a car that’s shockingly usable—if your idea of “usable” involves 710 horsepower and dihedral doors.
McLaren 720S Performance: The Numbers You Feel
At the heart of the 720S is a mid-mounted 4.0-liter twin-turbo V8—a compact, angry masterpiece that feels like it’s been tuned by mischievous engineers on a sugar rush. It sits inside a carbon-fiber Monocage that’s lighter and stiffer than your favorite gym bro, which is why the whole car dances rather than bludgeons.
- Power: 710 hp (720 PS)
- Torque: 568 lb-ft (770 Nm)
- 0–60 mph: about 2.7 seconds (and it feels quicker on a cool morning)
- Top speed: 212 mph
- Transmission: 7-speed dual-clutch
- Drivetrain: Rear-wheel drive (and unapologetically so)
- EPA economy: roughly 15/22/18 mpg (city/highway/combined), if you care—which you probably don’t
On Road and Track: One Car, Two Personalities
Switch it to Track and the 720S becomes scalpel-sharp—steering talkative, body control ironed. On a quick circuit session I noticed right away how easily it breathes with curbs and camber changes, the way good race cars do. Back on the road, in Comfort, it genuinely calms down. The ride has that expensive, well-oiled feel; bumps are there, but softened at the edges. It’s quiet enough to hear your thoughts—until you dip the throttle and the sports exhaust (optional, worth it) clears its throat like a small thunderstorm.
Aerodynamics, Design, and That “Is It Staring at Me?” Presence
We talk about air a lot, but in the 720S you see it working. The eye-socket intakes feed and guide airflow, hot air escapes behind the front wheels, and the active rear wing is both stylist and stabilizer. The dihedral doors still turn heads in the valet queue—Miami night out, sorted—and outward visibility is shockingly good thanks to the teardrop canopy. Compared with the old 650S, the 720S looks and feels like the step-change McLaren promised.
“It looks like it’s moving when it’s parked.” A cliché, sure. But with the 720S, it’s true.
Inside the McLaren 720S: Daily Details That Matter
Slide into the snug, driver-focused cabin and you’re greeted by a simple, purposeful layout. The wheel’s free of buttons (bless), and the folding driver display is pure theater—flat and informative in Track, full-screen in road settings. Seating position is low and natural; the pedals line up perfectly. Storage? Minimal. It’s a supercar, not a crossover. Still, the frunk will happily take a couple of soft bags for an Alpine ski weekend if you pack with intent.
Infotainment is the one area where the 720S feels a step behind the latest luxury stuff. It works, but it’s not the snappiest. Apple CarPlay? Early cars didn’t have it from the factory; later software packages and aftermarket solutions exist, so check the specific car you’re buying or talk to your dealer. A few owners mentioned to me they simply use a phone mount and call it a day.
Personalizing the Cabin (and Protecting it)
If you’re particular about keeping that cockpit looking fresh, there are some tasteful options out there. A set of AutoWin premium floor mats adds a layer of luxury and practicality—handy after a damp trackday or sandy beach run. I tried a set from AutoWin and they fit like they were tailored for the car (because they were).
Owning a McLaren 720S: Costs, Quirks, and Real-World Stuff
The 720S launched in 2017 and has been one of McLaren’s most admired modern supercars—pure internal combustion drama without hybrid complexity. Running costs are, unsurprisingly, supercar-grade: insurance can land in the $4,000–$8,000 per year window depending on your details, and consumables (tires, brakes) aren’t cheap if you use the car as intended. That said, the 720S has a reputation among owners I’ve spoken with for being more robust than internet lore suggests—regular maintenance is the magic phrase.
- Typical purchase price (used market varies widely): often from the high $200Ks, options can push original MSRP past $300K
- Leasing: commonly $2,500–$3,500/month depending on terms
- Rentals for special weekends: about $1,000–$2,000/day, location-dependent
McLaren 720S vs Rivals: The Spec Sheet Pub Quiz
Specs don’t tell the whole story, but they do keep arguments tidy. Here’s how the 720S stacks up against a few heavy hitters I’ve run back-to-back.
| Car | Power | Torque | 0–60 mph | Top Speed | Drivetrain |
|---|---|---|---|---|---|
| McLaren 720S | 710 hp | 568 lb-ft | ~2.7 s | 212 mph | RWD |
| Ferrari F8 Tributo | 710 hp | 568 lb-ft | ~2.9 s | 211 mph | RWD |
| Lamborghini Huracán Evo | 631 hp | 442 lb-ft | ~2.9 s (AWD) | 202 mph | AWD/RWD |
| Porsche 911 Turbo S (992) | 640 hp | 590 lb-ft | ~2.6 s | 205 mph | AWD |
On track, the 720S feels the most “race-car taught” of the lot—light steering, huge grip, and a chassis that always seems one step ahead. The 911 Turbo S is the all-weather assassin. The Huracán Evo provides V10 theater and AWD security. The Ferrari is the closest rival for drama and speed, but the McLaren’s ride quality over rough roads is still the class party trick.
Spider Thoughts and Production Notes
The 720S Spider keeps most of the coupe’s structural magic thanks to that carbon core—roof down, it’s still properly rigid. Production numbers for both coupe and Spider haven’t been publicly pinned down by McLaren, but availability has always felt exclusive rather than scarce. If you’re shopping, McLaren dealers and reputable specialty retailers are your best bet, with certified cars worth the premium for peace of mind.
Verdict: Why the McLaren 720S Still Feels Special
After living with it—and living a little in it—the McLaren 720S remains a high-water mark for modern supercars. It’s violently fast when you want it, beautifully mannered when you don’t, and has a chassis that flatters mere mortals without numbing the edges. Yes, the infotainment is a step behind and the nose is vulnerable without lift. But as a pure driving experience, the McLaren 720S is the one I keep thinking about long after I’ve handed back the keys.
McLaren 720S FAQ
Is the McLaren 720S a supercar or a hypercar?
It’s generally considered a supercar. Hypercars sit a rung above (think P1, LaFerrari), though the 720S often punches at that level on performance.
Does the McLaren 720S have Apple CarPlay?
Early cars did not include CarPlay from the factory. Some later software packages and aftermarket solutions exist—check the specific car’s equipment or speak with your dealer.
How much does a McLaren 720S cost?
Original MSRPs typically started around $300,000, with options pushing higher. Used values vary by year, spec, and mileage.
Is the McLaren 720S reliable?
For a high-performance supercar, it has a solid reputation when maintained properly. Regular servicing and warm-up discipline go a long way.
How fast is the McLaren 720S?
About 2.7 seconds to 60 mph and 212 mph flat out—assuming you’ve got the space and the nerve.
