McLaren

675LT

McLaren 675LT: The Return of the Longtail

When McLaren Automotive launched the 12C in 2011, it established the company as a formidable rival to Ferrari and Porsche. The 12C was objectively brilliant: incredibly fast, surprisingly comfortable, and technologically advanced. However, critics often described it as “clinical” or “aloof”—a machine that prioritized numbers over emotion. Its successor, the 650S, improved upon this, but still carried a reputation for being slightly too polished.

Then came the McLaren 675LT. Unveiled at the 2015 Geneva Motor Show, it was the first modern McLaren to resurrect the legendary “Longtail” (LT) moniker, a name previously reserved for the ultra-rare, racing-homologated versions of the 1997 McLaren F1 GTR.

The 675LT was not merely a 650S with more power and a bigger wing; it was a fundamental shift in philosophy. McLaren’s engineers were given a simple brief: reduce weight, increase power, and maximize driver engagement at all costs. The result was a revelation. It proved that Woking could build a car with as much soul, aggression, and raw, visceral thrill as anything out of Maranello or Stuttgart.

The Diet: Obsessive Weight Reduction

The transformation from 650S to 675LT began with a fanatical diet. McLaren managed to strip an astonishing 100 kg (220 lbs) from the car, bringing the dry weight down to a featherlight 1,230 kg (2,711 lbs). This was achieved through the extensive use of carbon fiber and a forensic examination of every component.

  • Carbon Fiber Bodywork: The front bumper, front underbody, side skirts, rear fenders, rear deck, lower rear fascia, and the massive active rear “Longtail” airbrake are all crafted from carbon fiber. Even the rear window is made from ultra-thin polycarbonate, saving 1.7 kg alone.
  • The Engine: The 3.8-liter twin-turbo V8 was heavily revised. More than 50% of the internal components were changed, including new, lighter connecting rods, custom camshafts, and faster-spooling turbochargers. The engine alone is 5.5 kg lighter than the unit in the 650S.
  • The Exhaust: Perhaps the most defining feature of the 675LT is its bespoke titanium exhaust system. Exiting centrally through the rear deck via two massive circular pipes, the system saves 1.1 kg and delivers a soundtrack that completely transforms the car’s character.
  • The Interior: The cabin is stripped of anything unnecessary. The deep, carbon-fiber racing bucket seats (borrowed from the P1 hypercar) save 15 kg. Alcantara replaces heavier leather throughout, and air conditioning was actually removed as standard (though it could be added back as a no-cost option).

The Powertrain: 675 PS of Fury

The heavily revised 3.8-liter twin-turbocharged V8 (M838TL) produces 675 PS (666 hp) at 7,100 rpm and 700 Nm (516 lb-ft) of torque. While the power increase over the 650S (25 PS) might seem modest on paper, the way the engine delivers that power is entirely different.

The 675LT’s engine maps are significantly more aggressive. Throttle response is instantaneous, lacking the slight hesitation characteristic of early turbocharged McLarens. The turbochargers feature a machined-from-solid compressor wheel, drastically reducing inertia and allowing the engine to build boost with terrifying ferocity.

When the driver selects “Track” powertrain mode, the 7-speed dual-clutch transmission introduces “Inertia Push.” During upshifts, the engine temporarily cuts the ignition spark, causing the unburnt fuel to detonate in the titanium exhaust. The resulting “crack” on every upshift is rifle-shot loud, accompanied by a physical jolt as the transmission slams home the next gear. The clinical precision of the 12C is completely gone, replaced by raw, theatrical aggression.

Performance figures are staggering: 0 to 100 km/h (62 mph) in 2.9 seconds, 0 to 200 km/h (124 mph) in a blistering 7.9 seconds, and a top speed of 330 km/h (205 mph).

Aerodynamics: The Longtail Philosophy

The “Longtail” name refers directly to the extended rear bodywork designed to optimize aerodynamic flow. The 675LT is 34 mm longer than the 650S, entirely due to the extended front splitter and the larger rear active airbrake.

The aerodynamic package on the 675LT generates 40% more downforce than the 650S. At the front, the aggressive carbon fiber splitter and modified end plates direct air smoothly under the flat floor. At the rear, the massive active airbrake is 50% larger than the unit on the 650S, despite being lighter.

This airbrake serves multiple functions: it lies flat to reduce drag at high speeds, rises to balance downforce under heavy cornering, and flips nearly vertical to act as a parachute under heavy braking. Combined with the stiffer springs (27% stiffer in the front, 63% stiffer in the rear) and a wider track (by 20 mm), the aerodynamic grip generated by the LT allows it to carry astonishing cornering speeds.

The Chassis: Telepathic Connection

The 675LT retains McLaren’s signature carbon-fiber MonoCell chassis and the ingenious ProActive Chassis Control (PCC) suspension system, which uses hydraulically interlinked dampers instead of traditional anti-roll bars. However, the system was completely recalibrated for the LT.

The suspension geometry was revised, utilizing lighter suspension uprights derived directly from the P1. The steering rack, already celebrated for its hydraulic feel, was made 10% faster. The result is a front end that darts into corners with the immediacy of a race car.

The communication from the chassis to the driver is incredibly detailed. Through the Alcantara steering wheel and the rigid carbon fiber seat, the driver feels every texture in the tarmac and exactly when the bespoke Pirelli P Zero Trofeo R tires are nearing their limit of adhesion. It is a car that inspires immense confidence, encouraging the driver to push harder, brake later, and get on the throttle earlier.

Legacy and Value

McLaren limited production of the 675LT Coupe to just 500 units, all of which sold out within weeks of its announcement. A Spider version followed later in 2015, also limited to 500 units.

The 675LT changed everything for McLaren. It proved that the company understood how to engineer emotion. It took the incredible competence of the 650S and injected it with a healthy dose of madness and noise. Today, the 675LT is widely considered one of the absolute greatest modern supercars—a high-water mark for driver engagement that established the “LT” sub-brand as McLaren’s equivalent to Porsche’s GT RS or Ferrari’s Speciale models. It remains a raw, thrilling, and profoundly special machine.