That self-reliance spells the creation of a new McLaren factory between Rotherham and Sheffield, where carbon-fibre tubs will be built, so ensuring the maker has an in-house stream of this crucial component for future models. For the future itself, McLaren has already declared its goal to produce pure EVs, but for the road there we have a panoply of mouth-watering choices, from Sports through Super all the way to Ultimate Series. In that top niche, we can expect a name to be put on the code project BP23 a hybrid model that will echo the legendary F1 thanks to a three-seat driver-in-middle layout. With more than 1,000bhp, it’ll cost £1.6m (plus vat) but the production run of just 106 is already three times over-subscribed.
I consoled myself with the keys to the new 720S. Comparatively sedate, the new Super Series option replaces the 650S with a 4.0 litre V8 sitting in a new one-piece carbon fibre tub and superstructure. Against the former model’s 3.8, stroke is up by 3.6mm, (the bore is unchanged) and new conrods, pistons, crankshaft and twin-scroll turbochargers season the 710bhp mix. Most drivers would think of 7.8 seconds as respectable in the 0-100kph/62mph stakes; the 720S, given 720PS and 1,283kg overall, needs this much time to reach 200kph, searing on to a top speed of 212mph. I’d offer some notes on how it drives, but with much of my journey spent stuck behind tractors and trucks (apart from the odd point-and-squirt moment of ballistic overtaking), I concentrated instead on the warm feeling gained by returning it intact. After all, no one wants to use a £218,000 car for trimming hedges.
Also, not to be eclipsed by the 720S, McLaren used this roadshow to reveal the Spider version of the 570S, from £164,750 Now featuring a drop-down rear window as well as a power-fold roof, so you listen to the exhaust and engine even more clearly, this car feels just as light and sensuous as its hard-topped sibling. Both newcomers bring a sensation of speed and fluidity that make it hard to believe this is road-ready kit. You might think a brief to build models that please track and road users alike has to spell compromise. McLaren’s engineers clearly disagree. No wonder they keep throwing parties.
