The dihedral door swings up and forward. I brace for impact, naturally, as I expect my head to ping off the roof in the traditional supercar way, but it doesn't. The doors include a large chunk of the roof, which means you can more or less step in and sit down into the McLaren. Reckless Roman scooter pilots give no quarter, whizzing within inches of the carbon-fibre wing mirrors, which probably cost more than my first car.

Teenagers on cash advance loans Vespas forget to look where they're going and instead crane to take photos of the McLaren as if it were an alien on the autostrada, which, it is. In three lanes, there are somehow five cars abreast, waiting for a light to turn green. Thanks to the solarium-like cockpit on the 720S, all of this chaos is clearly visible.

Everywhere, there is glass: the roof, and even the C-pillars have a glass insert. Such un-supercar-like outward visibility is made possible because the McLaren is cash advance loans around a carbon-fibre monocoque, unlike the Ferrari 488 and Lamborghini Huracan, which are mere aluminum. Unlike its 650S predecessor, the 720's carbon-fibre bathtub, in which passengers sit, extends around the windshield and over the roof, creating a complete carbon passenger pod.

It's the reason the pillars can be so skinny. All the better to see cash advance loans world whiz past. The Romans built some of the greatest roads and yet, they seem to have only made marginal improvements in the past 2,000 years. The streets are as crowded with Fiat Pandas and scooters payday loans online as they were with horses and chariots once upon a time, and probably just as rough.

The McLaren 720S is intense, pure and unflattering to drive: Consider it your brutally honest best friend. McLaren AutomativeThe 720 handles these rutted, potholed streets with uncanny smoothness. The turbocharged engine note isn't scintillating. Seat controls are hard to reach.

The infotainment system, while vastly improved, still lags on occasion. The drive out of Rome is mercifully incident-free. The 720 can be surprisingly docile. You only need a quarter-throttle to speed around town. Only the carbon-ceramic brakes present difficulty.

They require a lot of pressure on the left pedal, and you must press it deep to bring the car to a stop. At a rural gas station, some locals and a truck driver saunter over. Passing cyclists stop to admire. There's a lot of " bella macchina. Everywhere, there is some ingenious detail. The controversial-looking headlights double as air-intakes for the low-temp radiators.

The A-pillars are bare carbon-fibre. There's no unsightly air-scoop along the side of the car because it's hidden behind an outer door skin. The sculptural rear-wing deserves a place in the Museum of Modern Art. A red glow comes from the engine bay at night, which is probably the McLaren's only frivolity.

But what's the 720S like to drive. Intense, pure and unflattering. It's your brutally honest best friend. The McLaren 720S is full of ingenious details, from its solarium-like cockpit to headlights that double as radiator air-intakes. McLaren AutomativeConsider this: It's only 0. Fractions of a second matter with cars this good.

McLaren says 91 per cent of the 720's parts are new compared with the 650S. Engineers enlarged the motor to a 4. It's rated for 710 horsepower at 7,500 rpm and 568 lb-ft of torque at 5,500 rpm. The transmission is a seven-speed double clutch, which shifts even faster than before. Curb weight is 1,419 kilograms (1,283 dry), or 18 kilograms lighter than its predecessor.

The 720 feels deceptively calm where most mid-engine supercars would feel anything but. Braking on a downhill, where a 650S would've gone squirrelly, the 720's new suspension geometry and hydraulic chassis control keeps the car steady, letting you brake harder and later.

Once they're warmed up, slamming on the ceramic stoppers feels as though you've suddenly plunged the car into a tar pit. Braking performance is sickening, literally. The rear suspension is stiffer with better toe control and is less prone to bump-steer.

According to Chris Goodwin, McLaren's chief test-driver, developing the new hydraulically-linked suspension setup is "easily the most complex thing I've done at McLaren. The car seems to rotate around your seat. You can trail brake aggressively into corners because there's so much stability from the rear it doesn't feel precarious. McLaren is built around a carbon-fibre monocoque.

McLaren AutomativeThe variable drift control is a bit of a misnomer. It lets the driver dial in how much rear-wheel slip is allowed before the car's traction control attempts to save you. It is not a magic drift button, nor would McLaren dream of making such a thing, Goodwin says. The 720S is not an easy car to drive over the limit. There's still no limited-slip differential.

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