2020 McLaren GT
- All-new model
- More comfortable and practical than other McLarens
- 203-mph capability - if your grand tour includes the autobahn
- Launches the first GT generation for 2020
Pros & Cons
- Stunning good looks
- Sizable trunk
- Simple, effective interior controls
- Not as practical as other grand tourers
- Performance seems artificially dialed back
- Confused about whether it wants to be a sports car or a GT
What's the McLaren GT like?
That badge is fairly unambiguous: the 2020 McLaren GT is McLaren's GT. That's Grand Tourer (or better-sounding "Gran Turismo" in Italian), which, broadly speaking, is a class of rarefied fast cars capable of crossing continents in comfort and style. Rivals, and the cars McLaren itself admits its GT is aimed at, include the Aston Martin DB11, the Bentley Continental GT, the Ferrari Portofino, and the Porsche 911 Turbo S.
There are no hard and fast rules for GTs, but the majority — the 911 Turbo S being a notable rear-engine exception — tend to put their engines in front of their luxurious passenger compartments. More often than not a GT comes with a pair of occasional seats in the back (a setup often referred to as 2+2) and a decent, if not always hugely commodious, trunk. The McLaren GT bucks all the trends: This British GT features two seats only, while its turbocharged 4.0-liter V8 engine sits directly behind the driver and passenger.
That mid-mounted engine is a unique configuration in the GT class and does, admittedly, give the GT a front trunk as well as a long but shallow luggage compartment above the low-slung engine. McLaren says the GT has a sizable total cargo capacity of about 20 cubic feet. The lengthy rear luggage area is said to be able to hold two pairs of skis, or a set of golf clubs — the latter an essential yardstick in this class.
The McLaren GT is a match for the task of taking two people on a weekend escape, but is that enough to make it a successful GT?
Is the McLaren GT a good value?
All things are relative, of course, and in this rarefied segment of the market, nothing comes cheap. The base price of the GT is $210,000 but that will quickly increase with some choice options. Our test vehicle carried a price tag of $245,125, which included a sport exhaust ($3,500), Elite paint ($5,000) and even a body-colored ignition key ($500).
Buyers of regular cars might balk at such things but McLaren's approach is by no means abnormal. Overall the GT is priced competitively with rivals such as the Porsche 911 Turbo S and Bentley Continental GT.
Anyone buying the GT new should also factor in the depreciation, which could easily amount to $100,000 over a three-year period. It's an eye-watering sum, but again is similar to what you might expect from its rivals.
How does the McLaren GT drive?
The GT's stiff, strong carbon-fiber monocoque creates an excellent platform for McLaren to hang its suspension from. The low-slung seats, the correspondingly low center of gravity, and the beautifully weighted steering that's rich in detail give an unerring impression of a sports car rather than a GT.
The rear-wheel-drive, mid-engine McLaren offers poise that's unusual for a GT car, coupled with an agility that even the Porsche 911 Turbo S struggles to match. It's true that McLaren has tried to soften the GT a little relative to its more hardcore 570S and 720S — there's a little more body roll and the steering is a tad less responsive — but all things are relative. Anyone jumping out of a Bentley Continental GT will still be shocked by just how sporting the McLaren is.
Nor should you expect the effortless, lazy thrust of a Bentley. You have to work pretty hard for the engine's performance, crazy as that might sound for a car with 612 horsepower and 465 lb-ft of torque from its turbocharged 4.0-liter V8. Leave the seven-speed sequential shift gearbox in auto mode and it needs to drop several gears before it starts making decent progress. Most GT rivals feel far more urgent for more of the time than the McLaren. That's exacerbated if you're in manual mode and lazy with the paddles (as a GT driver might expect to be) since the engine needs a minimum of 3,000 rpm on the rev counter before there's anything in the way of real pace.
Admittedly, above about 4,000 rpm the power comes on with convincing force. That does mean you'll sometimes find yourself arriving at corners a bit faster than you might anticipate. The GT is genuinely supercar fast with a claimed 0-60 mph time of 3.1 seconds and 203-mph potential top speed. We only wish it sounded a bit better. In common with other McLarens, the engine does not have the sonorous appeal of a Bentley V8 or a Porsche flat-six.
How comfortable is the McLaren GT?
You sit low in the McLaren and gain access through the crowd-pleasing dihedral doors. The seats offer plenty of adjustment but are relatively firm. Some of our drivers have questioned their long-distance comfort. The driving position is good, though, thanks to a steering wheel that offers plenty of adjustment. Visibility is also impressive for a mid-engine car, but avoid lighter colors for the top of the dashboard, which can cause awkward reflections.
McLaren claims to have made the cabin quieter compared with its more focused cars, but don't expect luxury coupe levels of refinement. Tire roar on concrete surfaces is a particular problem, although this criticism can also be leveled at the current-generation Porsche 911 and even the Bentley.
The ride quality is good, but then that's true of just about every McLaren. It's not as comfortable as a rival Bentley Continental GT but it's at least a match for a Porsche 911 Turbo S. McLaren has also raised the ride height relative to its supercars, which makes it easier to navigate parking garages and speed bumps. Indeed, we'd question whether the optional nose lift system is really necessary.
How's the McLaren GT's interior?
The cabin is similar to those in other McLarens but with a few tweaks to make the GT friendlier to the grand-touring market. The digital instruments are a bit simpler in their layout and operation, and the infotainment system has been updated. It looks and feels special, particularly when compared with a 911. Almost everything you touch is wrapped in leather and the quality is good. As you'd expect, McLaren also offers a huge potential for extensive and expensive personalization, with everything from premium audio to an electrochromic roof with five shades of tint.
It's far from flawless, though. Some of the controls are bizarrely situated including the wing mirror switches, which reside to the right of the steering wheel. It's also worth remembering that this is only a two-seater, while all of the obvious rivals in this class offer at least token rear seats.
How's the McLaren GT's tech?
McLaren likes to go its own way with technology, which is a mixed blessing. The vertically mounted central infotainment system is bespoke. It looks distinctive, but there's no smartphone integration of either Apple CarPlay or Android Auto and the navigation system in particular is fiddly to use. It's also impossible to see if you're wearing polarized sunglasses.
There's a highly sophisticated stability control system and launch control for fast getaways, but few other driving aids. You won't find safety features such as blind-spot monitoring or emergency braking assistance that we now take for granted in mid-market SUVs.
How's the McLaren GT's storage?
McLaren has lined the rear luggage area's floor with a tough NASA-developed fabric, and even gone so far as to create venting around the engine and exhaust to keep that rear trunk as cool as possible. It helps, but it's by no means solved the problem. Luggage is still cooked by a combination of the engine below and the glass screen above — we wouldn't leave a laptop back there on a sunny day. Anything you put in the rear you'll also see reflected in the rear glass. And if you try to carry too much, you'll block the view entirely. We did manage to fit a modest golf bag in the rear but, despite McLaren's assertion you can get skis in the GT, we'd suggest a roof box (or renting skis) if you're off to Aspen.
In addition to the rear load area, there's a useful "frunk" at the front of the car. Forget large suitcases, though. You'll be able to squeeze in a couple of carry-on-size bags, and the rest of the space is suitable for suit carriers or soft luggage.
Overall, that cargo space is listed at 20.1 cubic feet, a number that McLaren points out is larger than that quoted for most of its GT rivals. That's a touch unfair, though, as most rivals can load a decent amount of luggage in their rear seating areas. And if you're not packing them for a cross-country trip, rivals' small rear pews do give extra space for the customary lap dog — something an industry insider from another brand once admitted was a serious consideration for many grand-tourer buyers.
How economical is the McLaren GT?
Let's be honest: No one buying a McLaren GT is going to be overly concerned about fuel consumption. There are no official figures yet but McLaren is predicting an EPA combined of 17 mpg. A 19-gallon gas tank means a realistic range of just over 300 miles.
If you think of the McLaren GT as a luxurious rival to a Bentley, you're going to be disappointed. It just doesn't have the bandwidth to pivot from sports car to luxury coupe. But if you think of it instead as a more versatile and practical version of a traditional supercar, then it starts to make more sense. A supercar you can genuinely take on vacation is not without appeal.
Sponsored cars related to the GT
2020 McLaren GT videoBentley Continental GT vs. McLaren GT — Price, Interior, 0-60 and More
Bentley Continental GT vs. McLaren GT — Price, Interior, 0-60 and More
ALISTAIR WEAVER: A few weeks ago, we launched our test of the Porsche 911 Turbo S, describing it as the consummate everyday supercar. But that didn't go down too well with Bentley and McLaren who were quickly on the phone, extolling the virtues of their GTs for the same money. So in the interest of journalistic integrity, and to be honest, it seemed like fun, we've returned to the same roads with the McLaren GT and the Bentley Continental GT. Both cars claim to achieve the same thing but come at it from very different perspectives. The Bentley is basically a luxury coupe with sporting pretensions. This McLaren is a mid-engine supercar with an extra dose of versatility. But the question is this, can either of them threaten the all-around brilliance of the 911 Turbo? Let's find out. Because of the two-car test, I've be joined by another member of the Edmunds team, and who else but our doyen of all things luxury, Mr. Mark Takahashi? Mark, how are you doing back there? MARK TAKAHASHI: Feeling good, Alistair. Honestly, could not be better. ALISTAIR WEAVER: Have you got an outfit specifically for this test? MARK TAKAHASHI: You dress for the car you want, Alistair, not the car you have. ALISTAIR WEAVER: He's the only man I know that genuinely wears cufflinks on a daily basis. MARK TAKAHASHI: I do have cufflinks, too. ALISTAIR WEAVER: There you go. There you go. What should we encourage all viewers to do before they watch the rest of the film? MARK TAKAHASHI: Hit subscribe? ALISTAIR WEAVER: And head to edmunds.com for all your car shopping needs. MARK TAKAHASHI: I'm fired. This Continental GT is a big, luxury coupe with a respectable amount of performance. Its forte remains comfort and refinement, and in that regard, very few cars can touch it. Prices start just over $200,000. This particular Continental GT is a first edition specification with some options piled on top, pushing the grand total up to $277,000.00 Oh my. ALISTAIR WEAVER: This GT costs just over $200,000, or about $250,000, as it's tested here, so it's pretty much on a par with the Bentley. Now, to create this car, McLaren has taken the basic principles of the 570GT, including the carbon fiber monocoque and mid-engine configuration, and then grafted on some extra practicality in a bid to appeal to a different kind of customer, somebody who might otherwise have considered a 911, or even a Bentley. Now obviously, in the current environment Mark and I cannot be in the same car. But I should say, from the outset, that we've both spend plenty of time in the Bentley and the McLaren. To be honest, we even ran into each other when we were out testing them independently just a few days ago. I even took the Bentley out to Costco. I was reading the YouTube comments for my 911 Turbo film and a lot of people said that I was lacking in enthusiasm, a bit kind of downbeat. But here's the reality. Am I excited to be driving a McLaren? Well, of course I am as. A 10-year-old, I've dreamed of this sort of stuff. It's incredibly exciting. But at the same time, I'm paid by Edmunds to deliver you an objective opinion of this car. I'm not an influencer, getting excited and saying, it's the greatest thing I've driven since the greatest thing I drove yesterday. Edmunds is here to give you an objective opinion on whether this or the Bentley is a better car than the 911 Turbo. That's the question that we're setting out to answer. So if I have to park some of my enthusiasm and seem a bit more scientific and considered, then so be it. MARK TAKAHASHI: Under the hood of this Continental GT is a twin-turbo charged 4-liter V8. That's good for 542 horsepower and 568 pound feet of torque. ALISTAIR WEAVER: Now, like the Bentley, the McLaren has a fully twin-turbo V8 that's nestling just behind my shoulder blades. It has 612 horsepower, which is 70 more than the Bentley. But-- and here's the rub-- it has 103 pounds feet less torque, and that's an important clue to both its engines character, and to be honest, the car's character. For me, the McLaren engine has been its weakest link since they got into supercar building with the 12C. In many ways, it's almost like an old-school Turbo. Not a lot happens till you get to 3,000 RPM, and then all hell breaks loose. Then when you lift off, you get this "psh" from the Turbo wastegate, which is kind of fun in a raw, supercary type of way, but it doesn't feel very well-suited to the aspirations of a transcontinental grand tourer. Now, it is genuinely super cool, bordering on hyper car rapid. I mean, McLaren's claiming 0 to 60 in 3.1 seconds, and we can't wait to get it back to our test drive, when it eventually reopens, to test that out. And it should also hit 204 miles an hour. But because of the character engine, it sounds ridiculous to say, it doesn't actually always feel that fast. Subjectively, you really have to work it hard to deliver its best. And if I'm honest, nor does it sound all that good, even with this 3 and 1/2 thousand dollar optional sports exhaust fitted to this press car. It's not that it sounds bad, it just doesn't have the culture and sophistication of the Porsche engine or the Bentley V8. It certainly doesn't sound like a quarter of a million dollars' worth. MARK TAKAHASHI: This Bentley isn't as quick as the McLaren, but you know what? It doesn't have to be. It's a proper grand tourer with far more performance than most drivers will ever desire. It has this authoritative but gentle shove of thrust. It also has the confidence that comes with standard all wheel drive. With a 0 to 60 time of 3.9 seconds, it's anything but slow. Of course, it's easy to go fast in a straight line, but what happens when the road begins to bend? ALISTAIR WEAVER: The steering is fantastic. It's hydraulically assisted, not electric, for the geeks out there. And this is really saying something. I actually think it's better than the 911 steering, in terms of the way that it communicates the grip of the tires and what's happening on the road. The brake pedal is almost racecar firm, which I love, and to be honest, I've actually been left for braking for a lot of my time in the car. The whole thing has a agility, poise, and finesse that the Bentley can only dream of. And some of that's due to mid-engine configuration. Some of that is due to the lighter weight of this vehicle. But it also talks to the starting point. McLaren's test drivers and engineers, it's almost like they couldn't quite help themselves. Now, this car isn't quite as sharp as a McLaren 570GT, or if you want to go up in the price range, a 720S. You feel like in the initial response to steering is also a little bit more body roll than you might expect for McLaren, but to be honest, all things are relative. Such a wonderful fluency through these S-bends. Nice man letting me go. Thank you, sir. Thank you kindly, Mr. Colorado driver. A little acknowledgment. That Bentley just looks so big and ostentatious in my rear view mirror. It's such a statement of wealth. MARK TAKAHASHI: I will take that as a compliment. On a curvy road like this, you really feel all the Bentley's weight. But it's not off-putting. It navigates these curves with grace. Helping matters is the 48-volt dynamic ride option. It adds this electric motor that twists the anti-roll bars underneath the car, allowing it to corner just a little bit flatter. Even though the McLaren has the Bentley beat on a twisty road like this, I contend this is still plenty entertaining. Compared to the McLaren, the Bentley glides over road imperfections, but at the same time, it's not too floaty. It's got just enough stiffness to give you that confidence to know that you can get through a sharp turn. If you flick the dial all the way to sport, it stiffens up the suspension, sharpens up the throttle response to add a little bit of excitement to that confidence. Yee-haw. Sounds good, too. That's a rumbley V8. ALISTAIR WEAVER: What I've always liked, by the way, McLaren sets up their cars. They give you a different controls for the transmission than they do for the suspension. So on a road like this, for example, Angeles Crest near Los Angeles, I'm running in sports suspension but then track on the transmission because I love the whip, crack, throttle responds and slightly faster gear changes. But I want a little bit more compliance in my suspension setup. And McLaren's saying they've improved the ride quality on their GT for long distance comfort, but to be honest, I think it has to do a disservice to the rest of their range. Every McLaren rides well. In fact, the 720 rides quite superbly, at least as well, if not better, than this car. It's not like you get in this GT and think, oh, at last, a McLaren that won't send me to the chiropractor. It's fine. It's a nice long distance companion, but then so is pretty much every other McLaren. The one thing that might grate on a long journey is you get an awful lot of tire rub, particularly on the concrete road surfaces that we have here in California, although to be honest, the Bentley also suffers from that. And of course, unlike the Porsche or especially the Bentley, the McLaren is a strict two-seater. The Bentley has room in the back for a couple of reasonably sized adults or even a child seat. I should know. I tried. [MUSIC PLAYING] MARK TAKAHASHI: The cockpit of the continental is very attractive with materials quality that is unassailable. I mean, I geek out on leather and it is perfection. I probably would not have gone with all this piano black and shiny metal trim, because in certain lighting conditions, it creates these uncomfortable hot spots in your vision. Speaking of visibility, outward visibility isn't great with the Bentley. The windshield is pretty narrow, and this roof pillar here is really thick. The rear window? Also very narrow. That rear seat, I fit in it now, almost comfortably. Throughout the car, there's plenty of spaces for your personal effects. There's a good bin underneath here, some cupholders here, a little slot here on both sides of the center console. Also, there's a good enough bin in the doors to hold some water bottles, and even a small bag. The infotainment system is specced from the Volkswagen group, which includes Bentley, Volkswagen, Porsche, and Audi. It's really quick to respond. It's easy to use. It comes with Apple CarPlay and Android Auto. Its big screen is right where you want it, in your sight lines. This GT is also option with the Nime Audio System for $8,800, and it's worth it. It's got really punchy bass and super clear highs. As far as ease of use of everything else, everything is well-labeled, organized right where they should be-- and look at this. There are buttons on the steering wheel. McLaren doesn't have that. ALISTAIR WEAVER: Like the 570 and the 720, the GT has McLaren signature dihedral doors that need a bit of power to close, but I love them. I also like the simple minimalism of this cockpit. It looks and feels great. But ergonomically, to be honest, it's a bit of a mess. The switches for the wing mirrors are downhill behind the steering wheel. The switches for the seats are buried away, somewhere down here where my right hand is. And this is really irritating. Although this central infotainment screen is bespoke to McLaren-- it actually works pretty well-- if you wear polarized sunglasses, like I do, and pretty much any other McLaren customer in California, you can't see it. And I don't mean you can barely see it. I mean, it's just a black hole, and it's kind of reminded that McLaren is still a pretty small company and doesn't have the might of Volkswagen and behind it, like Bentley or Porsche. Augment storage? A bit rubbish, to be honest. You got a little cubby in here, two cupholders, and a little pocket here, which is just about big enough for your sunglasses case. But there's no glove box. Now, on paper, the McLaren has more luggage capacities than the Bentley, but I should really say something about this area behind me here. The problem is it gets cooked underneath by the engine, and from above by the glass hatch. So anything in there tends to get sort of slow-roasted. I don't want to put a laptop back there. And of course, it's lacking in security and it blocks your rearward view. So does it have the overall practicality that Bentley-- despite the Bentley, on paper, having less luggage space-- well, the answer to that is a definitive no. I think part of the problem with the GT and the fact it didn't get a super favorable initial press reaction was the way McLaren pitched it. They wanted this to appeal to a different customer base, so they banged on about golf clubs in the trunk and practicality and Grand Touring aspirations. The reality is it isn't a GT, like the Bentley, or even the Porsche. What it is is a supercar with extra versatility and practicality. It's kind of in the spirit of the original Acura NSX, and if you think about in those terms, it starts to make a lot more sense. I want a supercar that I could happily take on vacation for a week. I also prefer the way this car looks to the 570. What I actually want is a GT with a slightly sharper setup of the 570. So you could call it a GTS, for example. That would be terrific. So Mark, do you fancy some seat time around here in the McLaren? MARK TAKAHASHI: Yes, please. ALISTAIR WEAVER: But have you brought your rubber gloves? MARK TAKAHASHI: Never leave home without them. [MUSIC PLAYING] So fashionable. I think everyone's going to be wearing these in the future. ALISTAIR WEAVER: Welcome to our world. MARK TAKAHASHI: All right. ALISTAIR WEAVER: Have you got keys to the Bentley? MARK TAKAHASHI: Say again? ALISTAIR WEAVER: (GERMAN ACCENT) Do you have the keys to the Bentley? MARK TAKAHASHI: Why, yes. Yes I do. OK, now. Whoo, nice hair, dude. ALISTAIR WEAVER: If you want to know the difference between these two cars, you just have to look at the keys. The McLaren is all kind of lithe, lightweight, and elegant, and the Bentley's is just giant and ostentatious. That is not designed to be kept in a pocket. That is designed to be thrown on a bar, or even into a pot. The Bentley. Let's go. I think Bentley's done a great job of trying to disguise this car's mass, and on a twisty road like this, it does sort of shrink around you a little bit. But to be honest, that only goes so far. I mean, it's 1,400 pounds more than the McLaren, and that is always going to compromise its kind of sports car pretensions. As an ex parte Brit now living in the US, it always makes me laugh, the kind of image of ultimate automotive luxury for both Rolls-Royce and Bentley is this sort of weird pastiche of a 1950s British gentlemen's club. And when I say gentlemen's club, I don't mean the naughty one. I mean the sort of whiskey and cigar emporium. I mean, where else do you imagine raspberry leather with cream and lashings of real timber? I find it a bit bizarre, to be honest. But I do like some of the sense of humor, though, in this car. I love this rotating screen thing that takes you from all the modern world tech to the old world. I know it's an optional extra. I know it's a bit silly, but it's a bit of humor. It feels special. It's what a Bentley should be all about. MARK TAKAHASHI: The McLaren is good, really good. I like being part of the car. I like having some effort to draw that performance out. And the limits are so high in this that I feel like I'm less of a component than I prefer. And then there's something to say about cruising range and fuel economy. That Bentley has almost a 24-gallon gas tank compared to this. This really only has about 320-plus miles of range, while the Bentley has well over 100 more miles. I think I can easily tick off 400-plus miles in the Bentley. Or after 300-plus miles in this? I think I'd be ready for a break. That Turbo wish? Tasty. Oh, so good. ALISTAIR WEAVER: Tell you what. Driving this thing, you just feel utterly imperious. You absolutely feel like you're the king of the road. Get out the way, peasants. I'm not sure whether that's a good thing or a bad thing. We should say, as well, that both of these cars are going to be ferociously expensive, both to buy and to run. And depreciation is heavy. They're not classic cars that might appreciate in value. To buy either of these cars for, say, a quarter of a million dollars and then want to sell it in three years' time, you're potentially going to lose $100,000 just in depreciation. And I don't care how rich you are, that's got to sting. So I think we've established that the Bentley is a fantastic luxury coupe that doesn't quite pull off the role of sports car, and the McLaren is an exciting, versatile supercar that doesn't quite pull off the role of luxury grand tourer. But what about that question that we posed right at the beginning of this film, which is, are either of these vehicles better than the Porsche 911 Turbo S we tested just a few weeks ago? Well, Mark and I have been discussing it and we both reached the same conclusion, that for the same money, both the McLaren and the Bentley feel more special. There's much more sense of occasion. But are they objectively better than the Porsche? MARK TAKAHASHI: Hey, Alistair, just got an email from Aston Martin. DB11 anytime we want it. ALISTAIR WEAVER: Hm. Might have to come back Mark. MARK TAKAHASHI: Indeed. [MUSIC PLAYING]
Today, Edmunds experts Alistair Weaver and Mark Takahashi are comparing the 2020 Bentley Continental GT and the 2020 McLaren GT. Comparison points include the McLaren GT's price versus Bentley Continental GT's price, interior, speed and more.
Is the McLaren GT a good car?
What's new in the 2020 McLaren GT?
According to Edmunds’ car experts, here’s what’s new for the 2020 McLaren GT:
- All-new model
- More comfortable and practical than other McLarens
- 203-mph capability - if your grand tour includes the autobahn
- Launches the first GT generation for 2020
Is the McLaren GT reliable?
Is the 2020 McLaren GT a good car?
How much should I pay for a 2020 McLaren GT?
The least-expensive 2020 McLaren GT is the 2020 McLaren GT 2dr Coupe (4.0L 8cyl Turbo 7AM). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $215,500.
Other versions include:
- 2dr Coupe (4.0L 8cyl Turbo 7AM) which starts at $215,500
What are the different models of McLaren GT?
More about the 2020 McLaren GT
2020 McLaren GT Overview
The 2020 McLaren GT is offered in the following submodels: GT Coupe. Available styles include 2dr Coupe (4.0L 8cyl Turbo 7AM).
What do people think of the 2020 McLaren GT?
Consumer ratings and reviews are also available for the 2020 McLaren GT and all its trim types. Edmunds consumer reviews allow users to sift through aggregated consumer reviews to understand what other drivers are saying about any vehicle in our database. Detailed rating breakdowns (including performance, comfort, value, interior, exterior design, build quality, and reliability) are available as well to provide shoppers with a comprehensive understanding of why customers like the 2020 GT.
Edmunds Expert Reviews
Edmunds experts have compiled a robust series of ratings and reviews for the 2020 McLaren GT and all model years in our database. Our rich content includes expert reviews and recommendations for the 2020 GT featuring deep dives into trim levels and features, performance, mpg, safety, interior, and driving. Edmunds also offers expert ratings, road test and performance data, long-term road tests, first-drive reviews, video reviews and more.
Our Review Process
This review was written by a member of Edmunds' editorial team of expert car reviewers. Our team drives every car you can buy. We put the vehicles through rigorous testing, evaluating how they drive and comparing them in detail to their competitors.
We're also regular people like you, so we pay attention to all the different ways people use their cars every day. We want to know if there's enough room for our families and our weekend gear and whether or not our favorite drink fits in the cupholder. Our editors want to help you make the best decision on a car that fits your life.
What's a good price for a New 2020 McLaren GT?
Which 2020 McLaren GTS are available in my area?
Shop Edmunds' car, SUV, and truck listings of over 6 million vehicles to find a cheap new, used, or certified pre-owned (CPO) 2020 McLaren GT for sale near. There are currently 6 new 2020 GTS listed for sale in your area, with list prices as low as $237,830 and mileage as low as 0 miles. Simply research the type of car you're interested in and then select a car from our massive database to find cheap vehicles for sale near you. Once you have identified a used vehicle you're interested in, check the AutoCheck vehicle history reports, read dealer reviews, and find out what other owners paid for the 2020 McLaren GT.
Can't find a new 2020 McLaren GTs you want in your area? Consider a broader search.
Find a new McLaren GT for sale - 10 great deals out of 16 listings starting at $12,471.
Find a new McLaren for sale - 3 great deals out of 19 listings starting at $9,002.
Why trust Edmunds?
Edmunds has deep data on over 6 million new, used, and certified pre-owned vehicles, including rich, trim-level features and specs information like: MSRP, average price paid, warranty information (basic, drivetrain, and maintenance), features (upholstery, bluetooth, navigation, heated seating, cooled seating, cruise control, parking assistance, keyless ignition, satellite radio, folding rears seats ,run flat tires, wheel type, tire size, wheel tire, sunroof, etc.), vehicle specifications (engine cylinder count, drivetrain, engine power, engine torque, engine displacement, transmission), fuel economy (city, highway, combined, fuel capacity, range), vehicle dimensions (length, width, seating capacity, cargo space), car safety, true cost to own. Edmunds also provides tools to allow shopper to compare vehicles to similar models of their choosing by warranty, interior features, exterior features, specifications, fuel economy, vehicle dimensions, consumer rating, edmunds rating, and color.
Should I lease or buy a 2020 McLaren GT?
Is it better to lease or buy a car? Ask most people and they'll probably tell you that car buying is the way to go. And from a financial perspective, it's true, provided you're willing to make higher monthly payments, pay off the loan in full and keep the car for a few years. Leasing, on the other hand, can be a less expensive option on a month-to-month basis. It's also good if you're someone who likes to drive a new car every three years or so.
Check out McLaren lease specials