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The GTS is a McLaren you might more easily be able to justify. Jonathan Crouch drives it.
The McLaren GTS, an update of the previous GT, is a crucial model for the Woking maker. Like its predecessor, it's far more of a McLaren than a Grand Tourer. If you want one, you'll be fine with that.
Back in 2019, McLaren launched an entry-level model that should have been a strong seller for the supercar brand - the GT. It wasn't, despite a useful update in 2022, and you get the impression that they Woking maker is still trying to understand why. In early 2024, they announced that the GT would be replaced by this GTS model, which isn't really a new car but more far-reaching update of the GT. This is the closest a McLaren currently gets to being a Grand Touring sportscar - you know like a Bentley Continental GT, an Aston Martin DB12 or a Ferrari Roma. Unlike its GT predecessor, the GTS needs to stand out in a McLaren line-up which tends to be dominated by more headline-making models like the 765LT and the V6 hybrid Artura. Can it? Let's see.
The twin turbo 4.0-litre V8 of the GT has been massaged a little for this GTS, with an extra 14bhp now liberated, boosting total output 626bhp. But it won't feel any faster because the 465Ib ft torque figure is the same. Arguably more significant is the 10kg reduction in weight, which allows McLaren to boast a best-in-class power-to-weight ratio 412bhp-per-tonne. To give you some perspective on that, a Porsche 911 Turbo S managers 396bhp-per-tonne, while a Bentley Continental GT V8 delivers just 254bhp-per-ton. For the record, this GTS has a fractionally faster benchmark acceleration time than its GT predecessor, By 0.1s to 3.2s. As before, there's an SSG 7-speed dual clutch paddle shift gearbox and over 95% of the V8's power is available from 3,000rpm, so mid-range acceleration is frantically quick. Two rotary switches allow you to adjust the powertrain and handling settings through 'Comfort', 'Sport' or 'Track' modes. Through the turns, you'll notice the fact that this McLaren is lighter and more agile than most of its rivals. That's aided by the Proactive Chassis Control suspension system, which features sensors that proactively prime the dampers for tarmac irregularities. There's also a grippy set of bespoke Pirelli P Zero tyres. Body control is slightly softer than in other McLaren sports cars, but not by enough to make this a Grand Tourer in the proper sense of the word. There's a little more refinement than with this Woking maker's other models too, but again (predictably), the improvement isn't really enough to make the car feel Aston-like in highway cruising. Mind you, the sound it makes is difficult to tire of. For town driving, ride height has been raised to the point where this McLaren can coast over speed humps as easily as any ordinary sports coupe or hot hatch.
There aren't many visual changes over the GT, but look closely and you'll spot the aero tweaks. There are now sculpted air intakes on the front valance below the headlights - and taller air scoops over the rear wheel arches. A new rear diffuser and different wheel designs also feature. Interestingly, the designers claim that this model is the most aerodynamic series production car the company makes, thanks to the long tail and 'hammerhead'-style nose. Otherwise, virtually everything is much as before and it's all based around McLaren's carbon fibre MonoCell II-T carbon chassis. The marque's usual dihedral doors are retained, giving an exotic feel. There aren't any changes over the GT inside, apart from a few different trim and material combinations. As usual with this maker's sports cars, there are only two seats - in a class where many rivals are 2+2s with tiny but useful rear pews. Those front chairs are power-operated and trimmed in soft grain aniline leather. Interior quality is helped by lashings of aluminium trim and the previous 7-inch infotainment touchscreen is retained. You'd still find a Bentley Continental GT or an Aston Martin DB12 more luxurious, but the McLaren GTS has a cosier and more intimate feel, which makes up for a lot. Out back, there's 420-litres of luggage space, which is pretty impressive for a McLaren, accessed by a power-operated rear tailgate. The engine has been lowered to maximise cargo capacity. There's a further 150-litres of luggage space beneath the bonnet.
The McLaren GTS might not cost quite as much as you expect: think around £180,000, which isn't much more than less exotic (and heavier) rivals. Intelligent adaptive suspension, carbon ceramic brakes and a roof panel in recycled carbon fibre all come as standard. McLaren says that the level of standard specification is higher than it was in the GT (which was already quite generous) and now includes new exterior components finished in gloss black. The key feature you'll need to add is the optional nose lift system, which has been significantly improved and raises the front end of the car by 20mm to provide a ground clearance of 130mm. The new system raises the nose of the car in less than half the time of the old GTs similar set-up. As usual in this class, there's lots more scope to spend lots more. New personalisation options include new 'Lava Grey' paint and updated colour selections, along with a unique-to-GTS turbine forged alloy wheel. There's also an updated choice of interior upholsteries including Softgrain aniline leather seats with a double piping pattern and new contrast stitching. Other options include a volumetric alarm upgrade, a vehicle tracking system and a car cover.
It's probably fair to say that residual values for the old GT were a bit softer than McLaren had hoped for, with some customers cycling through their ownership periods quite rapidly, some grumbling about things like the car's infotainment system and lack of aural fireworks. Those issues were fixed by the end of GT production and over-supply isn't going to be too much of an issue. Don't expect too much change over the old GT model's efficiency figures: for reference, these saw a combined cycle fuel economy figure of 23.7mpg and emissions rated at 270g/km. Likely owners almost certainly won't care a fig about any of this. But even they might notice the substantial 37% Benefit-in-Kind tax rating that this GTS incurs, meaning hefty annual tax bills. Group 50 insurance means that buyers will be keeping their brokers in Beaujolais too. Of course, many owners will acquire this McLaren as just one of a stable of models and will have negotiated their own multi-car deal with their insurer. Continuing with the bad news, you don't get the seven year 'free' servicing package that Ferrari offers, so you'll have to pick up the tab yourself for routine maintenance, which will be required every 12,400 miles or 12 months, depending on which comes round sooner. Every second year the car will need a full oil change too. With expensive consumables and high labour rates, you'll certainly need to know what you're letting yourself in for. What else? Well the paint surface is warranted for three years, visible cosmetic corrosion for five years and perforation corrosion of the vehicle body is covered for ten years.
If you've been waiting for a McLaren practical enough not to be merely a high days and holidays indulgence, then this isn't it. You'll need either the brand's forthcoming SUV or the future rumoured 2+2 model for that. But the GTS is a useful update over the GT and certainly has its place in the range, bringing the 4.0-litre twin turbo V8 powerplant from the 750S in at a slightly more accessible price point. In terms of rivals, don't think Bentley Continental GT or Aston Martin DB12; we'd say a Mercedes-AMG GT 63 or a Porsche 911 Turbo S is closer to what you get here. And for not much more than the cost of either of those two cars, this McLaren feels a good deal more exotic. The GTS update package hasn't altered this design's proposition much; it's still not a true GT. But it is a true McLaren. And that's what really matters.
Data provided by CAP-HPI database - Ref# 104766
The GTS is a McLaren you might more easily be able to justify. Jonathan Crouch drives it.
The McLaren GTS, an update of the previous GT, is a crucial model for the Woking maker. Like its predecessor, it's far more of a McLaren than a Grand Tourer. If you want one, you'll be fine with that.
Back in 2019, McLaren launched an entry-level model that should have been a strong seller for the supercar brand - the GT. It wasn't, despite a useful update in 2022, and you get the impression that they Woking maker is still trying to understand why. In early 2024, they announced that the GT would be replaced by this GTS model, which isn't really a new car but more far-reaching update of the GT. This is the closest a McLaren currently gets to being a Grand Touring sportscar - you know like a Bentley Continental GT, an Aston Martin DB12 or a Ferrari Roma. Unlike its GT predecessor, the GTS needs to stand out in a McLaren line-up which tends to be dominated by more headline-making models like the 765LT and the V6 hybrid Artura. Can it? Let's see.
The twin turbo 4.0-litre V8 of the GT has been massaged a little for this GTS, with an extra 14bhp now liberated, boosting total output 626bhp. But it won't feel any faster because the 465Ib ft torque figure is the same. Arguably more significant is the 10kg reduction in weight, which allows McLaren to boast a best-in-class power-to-weight ratio 412bhp-per-tonne. To give you some perspective on that, a Porsche 911 Turbo S managers 396bhp-per-tonne, while a Bentley Continental GT V8 delivers just 254bhp-per-ton. For the record, this GTS has a fractionally faster benchmark acceleration time than its GT predecessor, By 0.1s to 3.2s. As before, there's an SSG 7-speed dual clutch paddle shift gearbox and over 95% of the V8's power is available from 3,000rpm, so mid-range acceleration is frantically quick. Two rotary switches allow you to adjust the powertrain and handling settings through 'Comfort', 'Sport' or 'Track' modes. Through the turns, you'll notice the fact that this McLaren is lighter and more agile than most of its rivals. That's aided by the Proactive Chassis Control suspension system, which features sensors that proactively prime the dampers for tarmac irregularities. There's also a grippy set of bespoke Pirelli P Zero tyres. Body control is slightly softer than in other McLaren sports cars, but not by enough to make this a Grand Tourer in the proper sense of the word. There's a little more refinement than with this Woking maker's other models too, but again (predictably), the improvement isn't really enough to make the car feel Aston-like in highway cruising. Mind you, the sound it makes is difficult to tire of. For town driving, ride height has been raised to the point where this McLaren can coast over speed humps as easily as any ordinary sports coupe or hot hatch.
There aren't many visual changes over the GT, but look closely and you'll spot the aero tweaks. There are now sculpted air intakes on the front valance below the headlights - and taller air scoops over the rear wheel arches. A new rear diffuser and different wheel designs also feature. Interestingly, the designers claim that this model is the most aerodynamic series production car the company makes, thanks to the long tail and 'hammerhead'-style nose. Otherwise, virtually everything is much as before and it's all based around McLaren's carbon fibre MonoCell II-T carbon chassis. The marque's usual dihedral doors are retained, giving an exotic feel. There aren't any changes over the GT inside, apart from a few different trim and material combinations. As usual with this maker's sports cars, there are only two seats - in a class where many rivals are 2+2s with tiny but useful rear pews. Those front chairs are power-operated and trimmed in soft grain aniline leather. Interior quality is helped by lashings of aluminium trim and the previous 7-inch infotainment touchscreen is retained. You'd still find a Bentley Continental GT or an Aston Martin DB12 more luxurious, but the McLaren GTS has a cosier and more intimate feel, which makes up for a lot. Out back, there's 420-litres of luggage space, which is pretty impressive for a McLaren, accessed by a power-operated rear tailgate. The engine has been lowered to maximise cargo capacity. There's a further 150-litres of luggage space beneath the bonnet.
The McLaren GTS might not cost quite as much as you expect: think around £180,000, which isn't much more than less exotic (and heavier) rivals. Intelligent adaptive suspension, carbon ceramic brakes and a roof panel in recycled carbon fibre all come as standard. McLaren says that the level of standard specification is higher than it was in the GT (which was already quite generous) and now includes new exterior components finished in gloss black. The key feature you'll need to add is the optional nose lift system, which has been significantly improved and raises the front end of the car by 20mm to provide a ground clearance of 130mm. The new system raises the nose of the car in less than half the time of the old GTs similar set-up. As usual in this class, there's lots more scope to spend lots more. New personalisation options include new 'Lava Grey' paint and updated colour selections, along with a unique-to-GTS turbine forged alloy wheel. There's also an updated choice of interior upholsteries including Softgrain aniline leather seats with a double piping pattern and new contrast stitching. Other options include a volumetric alarm upgrade, a vehicle tracking system and a car cover.
It's probably fair to say that residual values for the old GT were a bit softer than McLaren had hoped for, with some customers cycling through their ownership periods quite rapidly, some grumbling about things like the car's infotainment system and lack of aural fireworks. Those issues were fixed by the end of GT production and over-supply isn't going to be too much of an issue. Don't expect too much change over the old GT model's efficiency figures: for reference, these saw a combined cycle fuel economy figure of 23.7mpg and emissions rated at 270g/km. Likely owners almost certainly won't care a fig about any of this. But even they might notice the substantial 37% Benefit-in-Kind tax rating that this GTS incurs, meaning hefty annual tax bills. Group 50 insurance means that buyers will be keeping their brokers in Beaujolais too. Of course, many owners will acquire this McLaren as just one of a stable of models and will have negotiated their own multi-car deal with their insurer. Continuing with the bad news, you don't get the seven year 'free' servicing package that Ferrari offers, so you'll have to pick up the tab yourself for routine maintenance, which will be required every 12,400 miles or 12 months, depending on which comes round sooner. Every second year the car will need a full oil change too. With expensive consumables and high labour rates, you'll certainly need to know what you're letting yourself in for. What else? Well the paint surface is warranted for three years, visible cosmetic corrosion for five years and perforation corrosion of the vehicle body is covered for ten years.
If you've been waiting for a McLaren practical enough not to be merely a high days and holidays indulgence, then this isn't it. You'll need either the brand's forthcoming SUV or the future rumoured 2+2 model for that. But the GTS is a useful update over the GT and certainly has its place in the range, bringing the 4.0-litre twin turbo V8 powerplant from the 750S in at a slightly more accessible price point. In terms of rivals, don't think Bentley Continental GT or Aston Martin DB12; we'd say a Mercedes-AMG GT 63 or a Porsche 911 Turbo S is closer to what you get here. And for not much more than the cost of either of those two cars, this McLaren feels a good deal more exotic. The GTS update package hasn't altered this design's proposition much; it's still not a true GT. But it is a true McLaren. And that's what really matters.
