A vibrant green McLaren 600LT is captured from a rear-three-quarter view on a racetrack, showcasing its aggressive rear spoiler, dual top-exit exhausts, and large diffuser.

Ten Years of LT

LONGTAIL LEGACY

For ten years, the LT badge has been a symbol of ground-breaking performance and innovation. We remember a remarkable decade of LT development

Ten years ago, the 675LT marked a turning point for McLaren. Inspired by the iconic 1997 F1 ‘Longtail’ race car, this new series-production LT wasn’t just thrilling to drive – it helped reshape McLaren’s entire philosophy.

The new LT featured increased performance, reduced weight, sharper handling and enhanced aerodynamics, all dialling up driver engagement. Yet the way the 675LT fused absolute precision with such textural feel, compliance and extreme performance exceeded everyone’s expectations.

Director of Product Strategy Jamie Corstorphine drafted the 675LT’s briefing document. “When we launched the 12C back in 2011, we were building supercars that were already fast and capable,” recalls Jamie. “We wanted to give the LT more edge and immediacy, as well as an addictive character that drivers would connect to more emotionally.”

Lessons from both the McLaren P1 and 650S proved crucial, reveals Head of Vehicle Dynamics Antonio Gonzalez: “We’d learnt so much from those cars and knew there was space for something visceral and exciting in the middle.”

A dynamic front-three-quarter view of a lime green McLaren 675LT as it takes a sharp turn on a racetrack, with a red and white curb in the foreground.
A yellow McLaren 675LT is captured in motion on a winding country road, with motion blur indicating speed and a wooded landscape in the background.
A close-up of the driver's perspective inside a McLaren 675LT, focusing on the digital dashboard with a red tachometer, the Alcantara steering wheel, and carbon fiber paddle shifters.
A close-up of a McLaren engine bay, highlighting the lightweight carbon fiber components with a '675LT' logo and the intricate mesh grille.
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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.”

A trio of McLaren 600LTs (two grey and one orange) driving together on a racetrack, captured from the front.
A dynamic side-profile shot of a grey McLaren 600LT on a racetrack, with a driver in a helmet visible in the cockpit and tire smoke trailing from the wheels. Analysis
A rear-three-quarter view of a dark grey McLaren 600LT drifting on a racetrack, with tire smoke trailing behind the rear wheels.
A rear-view action shot of a vibrant lime green McLaren 600LT driving on a winding desert road with cactuses in the background.
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A word from McLaren

"I was doing donuts in the 600LT on ice at night – and metre-long flames started shooting up in the mirror!"

Antonio Gonzalez
Head of Vehicle Dynamics at McLaren Automotive

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!”

dynamic side-profile shot of a white McLaren 765LT speeding on a racetrack, with a driver in a helmet and blue brake calipers visible.
A vibrant blue McLaren 720S Spider is captured in motion on a sun-drenched, winding road with a forest backdrop, highlighting its sleek convertible design.
A dynamic front-three-quarter view of a white McLaren 765LT speeding down the main straight at the Silverstone racetrack, with the famous grandstands and bridge in the background.
A rear-three-quarter view of a bright orange McLaren 750S on a winding racetrack, showcasing its aggressive rear spoiler, diffuser, and taillights.
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