Chassis upgrades included higher spring rates and new damper valves for the 675LT’s Proactive Chassis Control system, while the 3.8-litre twin-turbocharged V8 increased to 675PS and gained a new titanium exhaust. There was also a 100kg weight reduction from the 650S, plus stiffer engine mounts and energised gear-shift strategies. The 675LT was McLaren distilled. “We filtered less but controlled more,” says Gonzalez.

Crucially, development emphasised real-world driving conditions and gut feel more than previous projects. “There’s an amazing road running up into the hills near the Idiada test track,” remembers Corstorphine. “We were debating the trade-off between a faster steering ratio and a reduced turning circle, but one run up that road and it was a slam dunk – the steering was so direct and feelsome, we had to have it!” That momentum fed into the 720S, a new model that Gonzalez describes as cherry-picking the best of the 650S, 675LT and McLaren P1. All of which meant creating an LT version would be even more challenging.

Meanwhile, the 600LT programme was running almost in parallel with 720S development. Based on the 570S, Gonzalez describes the 2018 LT model as “his baby”. “We kept the whole team together from 570S, so we already knew where we could push for more, and the management really trusted us after the success of 675LT,” he explains. Corstorphine adds: “We wanted 600LT to have more grip overall than the 570S while also being more adjustable and predictable and that’s exactly what we achieved – you can really play with it on the throttle.”

The 600LT, however, lacked Proactive Chassis Control and active aerodynamics – adaptable tools so effectively exploited for the 675LT. It meant Gonzalez’s team had to change more hardware than before and focus the 600LT’s talents more squarely at performance, but the result gave the 600LT a singularity of focus that immediately won over serious drivers.

“We developed a new rear diffuser and fixed rear wing and balanced that with a new front splitter,” Gonzalez explains. “We also went stiffer on the anti-roll bars and spring rates and added bespoke damper valves. The chassis was comparable to a 675LT between Sport and Race modes.”

More unusually, the 600LT benefited from a new double-wishbone front suspension, giving a wider track and the extra bite the team were chasing. So effective was this new axle that it later carried over into the subsequent Artura.

Performance for the 600LT increased to 600PS, with weight again falling by 100kg. Top-exit Inconel exhausts added a richer V8 soundtrack, saved 12kg and introduced a flamboyant signature, as Gonzalez remembers. “I was doing donuts on ice at night – officially calibrating the traction control, of course – and one-metre-long flames started shooting up in the mirror!” he laughs.

The 600LT press launch took place on the Hungaroring. “That car was just mega on a Formula 1 track – sharp, responsive, natural and so much fun to drive,” grins Gonzalez.

Two years later, the 765LT blended cutting-edge technology from both the Senna and 720S with the raw spirit of its predecessors. Hardware changes followed a by-now familiar path with firmer springs, 15 per cent shorter gearing, quicker steering, a 6mm wider front track and uprated brakes. Even the standard Pirelli P Zero Trofeo R tyres had a bespoke compound compared with those optionally offered for 720S.

The team also pushed harder than ever to increase power and decrease weight. “The 720S was already a light car at around 1400kg, so our target was to save 65kg, but ultimately we managed 80kg,” Corstorphine recalls. “We exceeded our initial power targets, too, so combined with the shorter gearing, the 765LT became our most focused Longtail yet.”

The 765LT also directly inspired the 750S, a supercar that borrows the LT’s gear ratios, upgraded brakes and wider front track while carving out a distinct personality all of its own. Gonzalez summarises the 750S as 70 per cent of the 765LT’s attitude combined with a more rounded character.

Reflecting on a decade of LT development, Gonzalez remembers the intense pressure and long hours, but also the team’s absolute belief that they were setting a new benchmark. “I think that’s exactly what we achieved with the 675LT and every LT since,” he says. “I can’t believe it’s ten years since we launched the first!”