First drive: 2016 McLaren 675LT in the UAE

The McLaren 675LT is the limited-edition “Long Tail” version of the 650S, featuring lighter weight, more power and extra-aggressive styling. With only 500 being built in this coupe form, the car already sold out within months of its debut this summer. So it came as a surprise that McLaren offered us an all-too-brief test-drive with one.

Oddly enough, while the McLaren F1 “Long Tail” that this car is named after actually had a longer tail than the regular version, the 675LT is just 38mm longer than the 650S, with the extra length coming from the more pointy chin splitter and the larger active rear spoiler.

McLaren says they have changed more than one-third of the 650S to reduce weight by 100 kg and increase power by 25 hp. Visual changes include a louvred plexiglass rear window, a redone rear with less lights and more grille, two circular titanium exhaust outlets, extra vents and more visible carbon-fibre bits of body kit, aside from carbon-fibre racing-seat shells.

The interior is supposed to be stripped down, but compared to previous McLarens we’ve driven, we couldn’t find anything that was actually removed. All the stitched suede-looking materials, basic multimedia touchscreen, a/c, power windows, winged doors and cup-holders are still there. Apparently the windshield glass is thinner. About the only major differences we could see were more carbon-fibre cabin trimmings, the addition of a rollcage behind the seats, and the seats themselves being severely-cramped racing buckets. We hear the regular seats are a no-cost option, and we’d say to take it. It’s hard enough as it is to get in and out of this high-silled bewinged car.

The 3.8-litre twin-turbo V8 has been pumped up to 666 hp (or 675 PS in Euro-speak) and 700 Nm of torque. With a 7-speed dual-clutch automatic sending power to the rear wheels, the lighter 675LT is supposedly only 0.1 seconds quicker than the 650S in its 0-100 kph time, but beyond that initial officially-quoted 2.9 seconds, the 675LT actually feels even stronger, surprising us with its brutal acceleration on its way to 200 kph.

There’s nothing to complain about the handling as well. It’s largely point-and-shoot thanks to the immense grip from the tyres, although we did manage to get the slightest of tyre squeals as it mildly understeered on small-radius curves. With the electronic nannies on, there are no tail-out antics.

The instant snap-snap gear-shifts and sharp steering offer excellent control at extra-legal speeds, as do the neck-snapping strength of the easily-modulated ceramic brakes. Even the suspension kills any hint of body roll while keeping the ride respectably bearable on most surfaces.

Some say it has the refinement of a luxury car, but that’s hugely exaggerated. At best, the 675LT rides like an older-gen Ford Mustang GT on the highway, only louder in most aspects. And it bangs over sharper speed bumps and potholes with all the finesse of a supermarket trolley. Still, it’s relatively smooth for a supercar, and nowhere near as jittery as the Lamborghini Aventador SV we drove a week earlier. We also liked the fact that the suspension could be raised when needed, but only at low speeds. And the turning circle is huge, so tight u-turns become 3-point turns.

The McLaren 675LT raises the bar immensely on what the company can do with the car that started life as the MP4-12C just three years ago. While we’re not quite sure if it should be called a “Long Tail,” it’s crazy to think that anyone could want a McLaren P1 when the 675LT seems just as capable, at least on a loosely strung-together street course. If you still want one, there’s hope — another 500 were just announced in Spider form.

For prices and specs, visit the McLaren buyer guide.

Photos by Mashfique Hussain Chowdhury.