McLaren Automotive will showcase the largest selection of models to date at this year’s Geneva Motor Show with the full three tier model range on display, including the latest in the recently-launched Sports Series – the McLaren 570GT. Practical enough for everyday use, the two-seat, mid-engined sportscar 570GT is the most refined and road-biased McLaren yet, designed with a focus on day-to-day usability and long distance comfort. It offers increased levels of practicality and comfort, while remaining a true McLaren.

The McLaren 570GT joins the 570S Coupé and 540C Coupé as the third model in the recently announced Sports Series family. The clean lines of the revised glasshouse give the 570GT a sleek and refined silhouette, and mark out the second of three bodystyles which will eventually complete the Sports Series. A standard fixed glass Panoramic Roof provides a bright, open cabin running through to the large rear glass hatch creating the most luxurious and relaxing McLaren driving environment. As seen on the other models in the Sports Series, levels of craftsmanship throughout the interior of the 570GT are of the highest level, upholstered and specified with quality materials and the latest technologies throughout.

EVERYDAY USABILITY

The 570GT is the most practical model ever launched by McLaren Automotive, targeted towards longer journeys and weekends away. As with all Sports Series models, ingress and egress are optimised through a lower and narrower sill, while the signature dihedral doors open with a more upward arc. Within the spacious and ergonomically-optimised cabin, a pair of eight-way electrically adjustable sports seats are upholstered in leather as standard. The control interfaces for the air conditioning, telephony, navigation and audio systems are managed through the centrally-mounted touchscreen, while vehicle setup is configurable via the TFT LCD digital instrument cluster.

The standard fixed glass Panoramic Roof provides a bright, open cabin with a dramatic glasshouse design running through to the large rear glass hatch. The roof glass is treated with 18 percent transmission tint – the same as the glass roof of the McLaren P1™ – and also features SSF (Sound & Solar Film) to absorb solar radiation while providing additional noise insulation. With the increased glass area of the 570GT, cabin temperatures are regulated and maintained by an enhanced dual-zone air conditioning system. The system allows fully automatic and independent settings for passenger and driver. A two-stage Automatic function – ‘Auto’ and ‘Auto Lo’ – allows a desired temperature to be obtained, with the latter setting limiting the speed of the fans to minimise fan noise within the cabin.

The front luggage area remains unchanged from the Coupé, providing 150 litres of stowage, while a further 220 litres of space is available behind the seats on the leather-lined Touring Deck. This additional space is accessed via the side opening Glass Hatch bringing the total storage space for the 570GT to 370 litres. The Glass Hatch opens on the kerbside whether left- or right-hand drive and is framed by carbon fibre providing significant torsional rigidity.

Refinement and day-to-day usability are further enhanced through the latest tyre technology from McLaren Automotive technical partner, Pirelli. The 570GT features specially developed Pirelli P Zero™ tyres which reduce in-cabin road noise by up to three decibels. The unique characteristic of the tyre is the innovative Pirelli Noise Cancelling System (PNCS): a new technology patented by Pirelli that reduces road noise from the grooves within the tyre, designed to absorb vibrations and reduce transmission into the cabin.

CRAFTSMANSHIP

As with all models in the Sports Series, the 570GT is extensively equipped throughout with the latest technologies and the highest quality materials. As standard, the new model features extended leather upholstery, electrically adjustable heated seats with memory function, front and rear parking sensors, an electric steering column with easy entry / exit function, soft close doors and a quieter exhaust system compared to the 570S Coupé. Lightweight noise absorbing and damping materials are used to line the Touring Deck and bulkhead, further enhancing the level of refinement within the cabin.

Available from launch are a range of ‘By McLaren’ designer interior specifications, designed to demonstrate the breadth of personalisation available. As with the 570S Coupé, these are available in a choice of Luxury or Sport configurations, and are designed to showcase the interior design of the 570GT, and compliment the exterior colour choices.

The eight speaker McLaren Audio Plus system is fitted as standard. This system – optional on the 570S Coupé – includes two 100mm mid / bass drive units adding to the clarity and depth of the sound, and two 25mm tweeters in the rear of the cabin which balance the sound to ensure the occupants have a greater sense of immersion. A 12-speaker Bowers & Wilkins system is also available re-tuned to the different interior acoustics of the 570GT. The system comprises five 25mm aluminium Nautilus tweeters, five 100mm Kevlar® mid-range drive units and two 200mm carbon fibre & Rohacell bass subwoofers. All speakers are driven by a fully digital 14-channel 1280W Class D amplifier.

THE DRIVE

Under the skin, the 570GT has been developed with a unique dynamic setup to reflect its positioning, while retaining the supercar levels of engagement experienced on the 570S Coupé. Pure McLaren design and engineering combine to produce a car with breathtaking performance yet increased levels of luxury and refinement. Sharing the newly developed suspension system with the other models in the Sports Series, the 570GT emphasises long distance comfort through further fine tuning to the system which includes a reduction in spring rate stiffness of 15 percent at the front and 10 percent at the rear. Independent adaptive dampers can be dynamically adjusted through Normal, Sport and Track settings, and are coupled to front and rear anti-roll bars.

The overall set up of the 570GT has been calibrated to enhance road and motorway driving, and aid ride quality over poor road surfaces. The electro-hydraulic steering system is retained from the Coupé models but with a reduced ratio – by two percent – and has been specifically designed to smooth out driver inputs at high cruising speed.

The 570GT is fitted with the McLaren-developed 3.8-litre twin turbo V8 M838TE engine which debuted in the 570S Coupé. Power and torque remain at 570PS (562bhp) and 600 Nm (443lb ft) and power is delivered to the rear wheels via a seven-speed seamless-shift transmission with adjustment through Normal, Sport and Track settings to produce one of the most rewarding and engaging driving experiences in the sports car class. The settings include bespoke gearchange calibrations with comfort (Normal), Cylinder Cut (Sport) and Inertia Push (Track) technologies all available. As with all models in the McLaren Automotive range, the McLaren 570GT is factory-filled with Mobil 1 New Life™ 0W-40.

DESIGN AND AERODYNAMICS

The revised design of the 570GT sees the glasshouse with clean and sleek lines leading to the rear of the car. With the side-opening Glass Hatch and increased luggage area, the 570GT features a unique aerodynamic package, including an extended fixed rear spoiler – 10mm taller than that fitted to the Coupé models – designed to offer the same levels of aerodynamic performance as the distinctive flying buttresses of the 570S Coupé.

The front end design of the 570GT is shared with that of the 570S Coupé, with the front bumper featuring a pronounced point which generates the centre of pressure, piercing the air to reduce drag and forming four quadrants. This aerodynamic feature is designed to separate the airflow above and below the bodywork, and along each flank. As seen on the other models in the Sports Series, the bonnet features strong crease lines which optimise airflow over the front fenders and into the side air intakes. Aero Blades below the front bumper are angled to produce an area of high pressure ahead of the low temperature radiators.

First introduced on the iconic McLaren F1, and now signature to each of the models in the McLaren Automotive range, the 570GT features distinctive dihedral doors, which open upwards and outwards to aid ingress and egress from the cabin. The design includes a ‘floating tendon’, designed to channel air into the side air intake. Body-coloured door inserts, unique to the 570GT, create a more understated side profile and further differentiate the 570GT from the Coupé models.

LIGHTWEIGHT

As with all McLaren models since the introduction of the MP4-1 Formula 1™ car in 1981, the 570GT uses a carbon fibre chassis. The MonoCell II debuted in the 570S Coupé, and is shared across the Sports Series models. Weighing just 75kg, the lightweight yet extremely stiff chassis contributes to a dry weight of 1,350kg (2,976lb). This equates to 422PS per tonne, providing breathtaking performance more commonly seen in the supercar segment: 0-100 km/h (0-62 mph) in 3.4 seconds, 0-200 km/h (0-124 mph) in 9.8 seconds, with a top speed of 328 km/h (204 mph). Despite supercar performance figures, there have been no sacrifices to the everyday drivability and practicality of the 570GT which returns 26.6 mpg (10.7 l/100 km) on the EU combined cycle and emissions of 249 g/km.

The latest model in the Sports Series is fitted with a lightweight composite braking system. Set up with a greater focus on road driving, the system includes iron discs (front 370mm x 32mm / rear 350mm x 30mm) with four-piston callipers front and rear. In front of these sit a set of unique 15-spoke GT Design cast alloy wheels – 19-inch front, 20 inch rear. The newly-designed wheels are fitted exclusively with Pirelli tyres. As standard, road-focused P Zero™ tyres are fitted, while a more performance-focused P Zero™ Corsa option is also available.

The 570GT is priced from £154,000 in the UK, with first deliveries due to commence late in 2016.

Slightly more hardcore 570S gets more carbon and more downforce

News from deepest Woking: McLaren is doing a Track Pack for the 570S. The cost is £16,500 – or about 1.8 Volkswagen Ups – on top of the standard car’s £143,250 asking price.

And for that you get much loveliness. No more power – take it from us, the 570 is amply quick as it stands – but a fraction less weight and some more downforce.

McLaren has stripped 25kg out of the 570S. All the interior leather has been replaced with Alcantara, and you get carbon seats and a new set of lightweight alloys. Downforce, meanwhile, is up by 29kg at 150mph thanks to a subtly reprofiled rear-wing that sits 12mm higher. You also get McLaren’s telemetry system, as found on the 675LT and P1, a “Dark Palladium” contrast roof and a “stealth-finish” sports exhaust.

This is no GT3 RS rival. It’s not hardcore enough – but it is closer. McLaren says it’s for owners “who enjoy occasional trackday activity without compromising the car’s all-round usability”, so you still get carpets, air-con and a stereo.

Orders are being taken now, and deliveries commence in early 2017. Will you be adding the Track Pack to your 570S order?

There is no such thing as a “practical supercar”. It’s a contradiction in terms on the same intellectual level as “moderate terrorist” or “diet cake”. The point of a supercar is to be impractical. Whimsical, even. Fantastical to look at, and with a poisonously narrow go-faster brief that means it’s about as useful in real life as male nipples, or those cheap spanners you can buy made from metallic softwood. Yes, you can get searingly fast cars that are also practical – the Porsche 911 Turbo being one – but is that really a supercar? It’s got four seats, for goodness’ sake. And there are approximately seven hundred lesser models which all – bar a few extra bits of bodywork – look exactly the same. The Audi R8 comes close – it looks suitably unsuitable, has the engine in the right place and goes very fast indeed. But it’s an Audi. And Audi also makes the A4 2.0-litre TDI. And it has normal doors. And as we all know, a supercar needs ridiculous doors. Even a practical one. Step forward, then, the McLaren 570GT.

McLaren does not make city cars, small cars, saloon cars or cars that you can walk past without looking at. It makes – exclusively – supercars. And while all the other practical fast things mentioned previously are perched at the top of their respective family trees (or at the expensive bottom end of the brochure), the 570GT is one of McLaren’s more “affordable” models. Not for normal people, obviously – the GT starts at just over one hundred and fifty thousand pounds – but for the gilded rich, this is basically the financial equivalent of a VW Up on nice rims. And while it has the same carbon tub, 3.8-litre twin-turbo V8 and grand-entrance beetle-wing doors as the P1 hyper-hybrid or 650S, it also gets a… hatchback. A panoramic glass roof and soft-close doors. And softer suspension. And a quieter exhaust. And generally less white-knuckled, let’s-take-the-Tesla-to-the-shops intensity.

This is either a good thing or a bad thing, depending on your point of view. A bewinged and dive-planed racetrack-refugee like a 675LT might have the car-park kudos, but to be honest, you never really get to drive one hard on the road past third gear. A P1 might get all the plaudits, but it is essentially a fairly single-minded, pretty little psychopath, ruthless in its pursuit of speed. The 570GT purports to offer the look and a more accessible experience without the unceasing daily drama. And so, to test the hypothesis that the McLaren 570GT really is a universe-bending paradox, we have decided to do something perilously impractical in McLaren’s most practical car. We’re having a little road trip.

Now, when I say “little”, obviously I mean “fairly large”, and when I say “perilously impractical”, I just mean “perilous”. Because I’m going to load up the 570GT with everything it can take, and then try and drive every decent road in the United Arab Emirates – and slightly beyond – in a couple of days. This means filling the front boot with photographer John Wycherley’s camera kit, the rear, side-opening hatch with my increasingly disturbing bag of laundry and several other unidentified items, and hitting the road. First up: city driving, Abu Dhabi style.

Ah. Slight wince. The 570GT looks pretty much like all the other face-bending McLarens – you post yourself low and through those doors like every other version – but when you fire it up, it doesn’t flare to life quite as verbally or excitingly as the rest. A more considered, thoughtful tone.

And there’s something just not right about putting that much kit into a car like this – you keep thinking you’ve pushed bags out the other side by accident. And yet. And yet, when you pull out into traffic and encounter one of the UAE’s random selection of surprise speed bumps, the GT stoutly refuses to smash its own face off. You can see out of it – useful when the locals seem inordinately keen on approaching at speed from every conceivable angle, and when you accidentally and unavoidably lob a wheel into a pothole that would violently incapacitate most other cars, the GT thumps and keeps going. It’s soft, and relatively quiet. Several hours on an arrow-straight E65 motorway later, and I’m liking this feather-edged vibe. It makes you less tense.

It does not, however, bode well for our first destination: the Empty Quarter. Head south out of Abu Dhabi, down towards Hamim, and you can turn right up towards the oasis town of Liwa. Head south again, and you will encounter the edge of the Empty Quarter and a road that spears off into the dunes towards Tal Mireb, or “Horrifying Hill”.

Now, this massive 300-metre high dune on the Moreeb Dune road is where locals do a kind of vertical, sandy drag racing, which looks as dangerous as it sounds. But the road to get there is essentially a dead end that winds serpentine through the kind of desert panorama you see in nature films. Or Star Wars. When there are no events planned, it’s pretty much empty. Cue furious stabbing of buttons and twiddling of dials to get the 570 into Track mode, and the sound of silence being torn apart by a low-flying luggage trolley.

Two things become immediately apparent: one, this is still a McLaren, and even a “detuned” version of that 3.8 is still 562 perfectly shouty horsepower, and two: you really must secure the luggage in the rear hatch before you start to chuck the thing about. Or you’ll be nearly decapitated by a bag full of your own dirty underwear. The feeling that the GT might be a bit too conservative evaporates. Because this is not soothing. Flip the requisite dials to Track, and the GT will still hit 62mph in 3.4secs, 124 in 9.8 and smash 204mph. The standing quarter-mile matches (or beats, depending on who you talk to) that of the F1, at 11.1secs. You don’t get the active rear airbrake from the faster cars, and the GT moves around quite a lot more, but, hell yes, you can still pin your ears back if you need to.

More than that, you’re going at speeds at which your mind can cope. There’s more body roll and more pitching front-to-back than something like a 675LT, and consequently palpably slower cornering speeds, but somehow, there’s a bit more information about where the limits are. And here, the limits are something of a movable feast.

The thing with the Moreeb Dune road is that even though the tarmac looks sticky and black in the 43°C heat, the 570 is actually sucking the sand up out of it as it moves across. The margins are gently bitten away by the encroaching dunes, and one over-cut corner or ambitious sandy edge, and you’re looking at dune-bashing in all the wrong contexts. This might be one of the most spectacular roads in the UAE, but it’s actually not the best for driving. Time to move on.

Back north this time, and more motorway. Dead straight, mind-numbing motorway, all of it apparently under the UAE’s constant upgrade plan. But even though the 570 gets less carbon in its construction and a less outré cabin architecture than the big brothers to keep costs down, the wider, more comfortable seats and simplified centre console all work without flaw. It’s even got a thumpingly decent Bowers&Wilkins 12-speaker stereo – an £1,800 option – which keeps us company all the way to the Jebel Hafeet Mountain road some four hours up and east away – voted one of the world’s greatest driving roads, and 7.4 miles and 60 corners of hillclimb brilliance.

It’s good – of that there is no doubt. Two lanes up, one down, lightly trafficked and beautifully surfaced. At the top there’s a hotel, a small palace and a few other buildings, and a viewing point that looks across the whole Al Ain area in 360° magnificence. We’re there as the sun goes down, and without Moreeb’s sandy sketchiness, the GT finally manages to work its steel brakes to the fullest. And work they do. This road is all about gears two to four, a dance between the paddles operating the brilliant seven-speed SSG ’box, the accelerator and the brake. Heavy on the brakes. The little McLaren finds extra grip from the front, and proves hilariously rapid – even though the fact that the rear end is all but unstickable under power can be a bit frustrating. As can the fact that when forced to do so, the lack of a proper rear differential means that you can’t hold onto a slide. At my skill level, at least. We stay until the night wraps its velvety arms around the hill, and Hafeet’s lights flicker on. And then it just feels like the world’s most awesome video game. But we’ve lingered too long, and we must get to our hotel – there’s more in the morning.

Before that, though, a few more hours of commuting to a seaside resort called Ras Al Khaimah up in the north of the country. Boring commuting, with bad roads and dull speed limits, rigorously enforced. In any other car, this would be frustrating. But once down out of the speedy cornering goodness of Hafeet, the GT immediately calms back into an easy lope. We’ve done more than 1,000km according to the tripmeter, and I’ve not even got backache. Yet.

Next morning, we rise before the dawn and head up to the UAE’s highest mountain, and a road only opened a couple of years ago: Jebel al Jais. Now, this one is fairly hard to find, seeing as though there aren’t really signposts and the road doesn’t actually go anywhere. Eventually, there will be a hotel and ski resort at the top, but right now, the Jebel al Jais road is infrastructure-to-nothing; the tarmac just stops. As we drive up, it’s pitch black – no street lights – and even though the road itself is absolutely fantastic, there’s an ominous sense to the blackness. So we camp out with some random goats at the top, and wait for dawn.

Turns out we camped at the gates of heaven.

Look down. Look down, and out, and across what must be the most perfect stretch of public road anywhere on the planet. Again, two lanes up, one down. Twenty-five kilometres of flawless ribbon, that winds from long, well-sighted straights through a gorge at the bottom, dives through the technical sweeps of the mid section to wide 180° hairpins nearer the top. And it is, bar the occasional slow-moving lorry or tourist hire car, deserted. Stelvio Pass? This makes it look like a goat track. The Grossglockner looks like rush hour commuting in comparison. The Palms to Pines road outside LA? The Nürburgring? Sorry, but no. This isn’t a road. It’s a pilgrimage.

And it’s here that I should regret the 570GT. Wish for something more, something reliably singular. But I don’t. Why? Because this road isn’t a laptime kind of road. It’s an experience. The rest of the Hajar Mountains scrape at the sky, the colours bleeding from grey to brown to red as the sun rises. The road pulses like a heartbeat. And if you go too fast, you might miss it, that rhythm, or that view. Which is not to say that we didn’t go quite fast, but that the GT allows you more room for other things, not just the consumption of corners. Even full to the brim with random luggage, it feels light, and responsive and connected. It makes all the right noises, both from the exhaust and the tyres lightly hooting at the abusive gravity of a hairpin. But it’s not feral or fiercely dominant like most other supercars. It moves under braking, squirrels around, understeers a bit. Don’t get me wrong – you’d have to actually be in one of its upper-echelon contemporaries to stand a chance against it, but as far as something that looks like this, there’s more road trip than pitlane in the character. We spent all day on the Jebel al Jais. I’m not sure I blinked once.

It was hard to leave such an almost religious experience, but there’s one more place we need to visit before we’re done: the Al Khasab road on the Musandam Peninsula. So we reluctantly pack up, and head north again. Now, the Khasab road is a coastal road that runs around the top of the headland at the very northern end of the UAE, but it actually sits within an enclave of Oman. An enclave that borders the Strait of Hormuz between the Gulf of Oman and the Persian Gulf, and looks directly at Iran some 30 miles away. The border crossing involves many hours of patient form-filling and papery passage-making, but eventually we make it out the other side, and into another wonder.

The strait glitters on one side as the mountains collapse into the sea in geological slow motion. The road scythes across the lower edge of the country, looping around turquoise bays and a gorgeous mosque, and the Al Khasab road proves to be yet another gem in the crown of the Middle East. But (and it’s a big but) the road is busy. Heavy with tourists and locals alike, throbbing with commerce. The GT feels hemmed, constricted, castrated. We marvel at the view, and rue the population. So it’s only a day before we’re heading back out, and south. Tantalisingly towards the new icon in my personal liturgy that is Jebel al Jais. By the end we’ll have covered well over 2,000km, gone fast, and slow, spectacular and spectacularly dull. Driven through towns and cities, through night and day, and never regretted the choice of the 570GT as a companion. And when we eventually arrive back in Abu Dhabi, I decide that the McLaren 570GT really is the world’s most practical supercar. And that we might just have found the world’s greatest road to prove it.

McLaren’s answer to the AMG GT R and new 911 GT3, then?

You could look at the McLaren 570S Track Pack that way, but let’s get one thing straight – this is not a standalone model. Instead it’s a £16,500 option pack you can specify on any 570S, but not the 540C or 570GT.

And while I’m letting you down, I ought to point out that it boasts no more power over the 562bhp 570S and no suspension changes, either.

Instead the Track Pack is chiefly about weight saving. It takes 25kg off the 570S’s 1313kg dry kerbweight. Or expressed another way, you pay £660 for each kilo saved.

Hmm, quite costly. Is it worth it?

In terms of weight saved, probably not – you just don’t notice. But in terms of the attitude the alterations lend the car, then quite possibly.

Outside you gain even lighter lightweight wheels, a matt sports exhaust, a Dark Palladium roof and a rear spoiler that is precisely 12mm taller and so delivers an extra 29kg of downforce at 150mph. So at high speeds, all those weight savings are cancelled out. Or something like that.

Inside, everything is swathed with Alcantara, there’s the Track Telemetry software from the 675LT and a pair of one-piece, fixed back carbon seats. More about those in a bit.

Do you get all the carbon with the Track Pack?

No, you don’t. You only get that if you tick the boxes marked ‘MSO Defined Carbon Fibre Exterior Pack’ and ‘Carbon Fibre Interior Upgrade’. The former is £9,900, the latter £5,400.

The flat grey paint with hints of blue and purple in it is called Ceramic Grey. That’s a £6,000 option, too. So while the base price of a 570S is £146,150, and you can have a Track Pack car from £162,650, this actual car costs £193,400. Ouch.

So, would you spend the extra?

Probably, yes, although I’d have a good look at the options list to see if I could get the ones I wanted for less.

This chiefly involves the Alcantara steering wheel. It’s utterly sublime. The rim diameter, the firmness, the tactility, the shaping, the positioning. I can’t think of another car I’ve climbed into, and laid hands on, that instantly felt so right.

This is the steering wheel only, though, not the seats, which are tight. There’s not much of me and my hips only just slotted down through the bolsters. Maybe McLaren is deliberately limiting weight by ensuring the, uh, bigger boned amongst us don’t fit.

Once in, these surprisingly reclined seats are the dog’s wotsits – barely any adjustment, but you never need any. There’s a low scuttle, zero dash reflections due to the Alcantara, and nothing else to concern you – until you need to get out. The extraction process is demanding.

I don’t want to get out, I want to drive.

The best thing I can say about the Track Pack is that it takes the 570S closer in feel and texture to the 675LT. I don’t think it feels any faster now, nor do I think the Pirellis grip any harder.

But whether it’s the steering wheel or simply just my imagination, the 570S has never felt more tactile, responsive, agile and intuitive than it does here.

And it’s so unflappable. You turn, you enjoy fabulous steering feel, and the car goes round the corner. Simple pleasures. You’d have to be going so fast to get it to move around that you’d need a track. Which I guess is kind of the point of a car named Track Pack.

At ‘regular’ speeds it’s just supremely flattering and utterly secure. And this despite the speeds it’s capable of hurling itself to.

Fast then?

Listen, the last time we tested a 570S it posted itself past 60mph and 100mph in, respectively, 3.1secs and 6.0secs. In its class, nothing can touch it: Audi R8, Mercedes-AMG GT R, Porsche 911 Turbo, Nissan GT-R etc.

In fact, the more senior 650S is no faster, nor the Ferrari 488 GTB. And this 570S’s launch control system is stunningly effective. I tried the same with an AMG GT R last week and it just wouldn’t learn the surface, it would scrabble and wheelspin. The 570S just takes off.

Okay, so its engine sounds a bit dreary when pottering around. And even at full chat, the best thing you can say about the noise is that it’s hard-edged and makes the car sound focused and intense. But the speed it dials up once the turbos are puffing post-3,000rpm is nuts.

Yet even this much speed doesn’t upset the Track Pack. Like I said, unflappable. So the 25kg weight saving is nothing in the grand scheme of things, what’s important is that McLaren has always had this weight saving focus – at 1,313kg dry (circa-1,420kg with fluids) the 570S was never heavy.

So maybe now it’s about 1,395kg. Most rivals are around 1,600kg. No wonder the 570S feels the most agile and energetic of them.

How’s the refinement?

You could live with it every day easily enough, provided you obeyed two rules: a) you don’t carry a passenger too often, and b) you upgraded the stereo. The standard one is tonally a bit flimsy and on coarse surfaces conversation sort of takes a natural break.

But the ride? That’s exceptional. Either leave it to its own devices, or press the Active button that controls the handling and powertrain settings.

I left it in normal almost all the time. On the road, it’s perfect where sportier settings introduce a hint of jiggle. Point the powertrain switch to wherever you like as the throttle, engine and gearbox calibration are all bob-on.

Not too comfortable, though? It’s a track car!

McLaren says it’s for owners “who enjoy occasional trackday activity without compromising the car’s all-round usability”. I think that’s pretty accurate.

To drive, this is my favourite car in what we should probably now call the entry-level supercar class. The Audi R8’s V10 engine is transcendental, the Porsche 911 Turbo is the all-weather, all-purpose master.

But the 570S, even though it’s turbocharged, is the best handling, most involving car to drive. The Track Pack simply adds a bit of polish and sharpness to what was already a stunning motor.

The new McLaren 570S Spider combines the exceptional dynamism and refinement of the 570S Coupé with the extra exhilaration of open-air motoring. Hand-assembled in Woking, England, the 570S Spider is the most attainable McLaren Spider ever and brings supercar attributes such as carbon-fibre construction, a mid-engined layout and extreme performance for the first time to the luxury sports convertible segment.

The two-seat, rear-wheel drive 570S Spider is the third bodystyle in McLaren’s Sports Series portfolio, lining up alongside the Coupé and the GT. Compared to the Coupé, the 570S Spider adds a neatly integrated, retractable hardtop that when lowered delivers an even more immersive and exhilarating driving experience. The two-piece roof – which is engineered using technology proven in the McLaren 650S and 675LT Spider models – is constructed of lightweight composite panels and creates a purposeful, sleek appearance whether raised or lowered.

Most importantly, there are no performance compromises versus the 570S Coupé, with the Spider maintaining the same electrifying pace, dynamic excellence and impressive refinement. The carbon fibre MonoCell II chassis at the heart of all Sports Series cars does not suffer any reduction in strength or stiffness in convertible guise, or require any additional structural actions. This has allowed McLaren engineers to design and develop the 570S Spider without concerns that are potentially a significant issue with steel or aluminium structures.

“The McLaren 570S Spider is the most attainable McLaren Spider to date and adds yet another dimension to the McLaren Sports Series family. This is a convertible without compromise; its mid-engined layout and carbon fibre MonoCell II chassis guarantee the same thrilling dynamic performance and exceptional driver involvement enjoyed in a 570S Coupé, but with the added attraction of a retractable hard-top that delivers the extra exhilaration of roof-down motoring.”
Mike Flewitt, Chief Executive Officer, McLaren Automotive

Electrically operated from the driver’s seat using one simple control, the roof folds effortlessly to stow beneath a beautifully crafted tonneau cover that rises automatically to accommodate the lowered panels and returns to its closed position with the assistance of soft-close technology. The roof can be opened or closed in just 15 seconds, at vehicle speeds of up to 40km/h (25mph).

A glazed wind deflector can be electrically raised or lowered at the push of a button, providing further versatility with the roof up or down. The deflector reduces wind-buffeting when the roof is down and if desired can be lowered when the roof is raised to allow additional sound and fresh air into the cabin. Owners wanting to enjoy even more of the distinctive exhaust note of the new Spider can specify an optional sports system that features an ESG to channel exhaust sound towards the cabin, via the area beneath the tonneau cover.

The retractable hardtop is designed to withstand the severest conditions and is significantly more weather- and fade-resistant than fabric, yet with its operating mechanism adds just 46kg to the weight of the Spider; this is the only variance in weight between the new convertible and the 570S Coupé.

Supercar performance

The combination of lightweight carbon fibre construction and an incredibly potent 3.8-litre, twin-turbocharged McLaren V8 engine, means that the new 570S Spider is both more powerful and lighter than comparable convertibles, with an impressive power-to-weight ratio of 419PS-per-tonne (lightest dry weight).

Positioned behind the driver, the twin-turbocharged McLaren M838TE engine produces 570PS at 7,500rpm and torque of 600Nm between 5,000rpm and 6,500rpm. In combination with a rapid yet smooth seven-speed seamless-shift gearbox featuring Launch Control technology, the result is a luxury sports convertible with supercar acceleration from standstill to 100km/h (62mph) in 3.2 seconds and to 200km/h (124mph) in just 9.6 seconds.

Top speed is 328km/h (204mph) with the roof in place – identical to the 570S Coupé – and even with the roof lowered, the new Spider can reach 315km/h (196mph). Complementing this extreme performance is a stop-start system that contributes to overall efficiency; the 570S Spider returns official fuel economy of 10.7 litres/100km (26.6mpg) in the NEDC combined cycle and CO2 emissions of just 249g/km.

Exceptional body control

McLaren’s new Spider employs racecar-style, double-wishbone suspension all-round, with steel springs, twin-valve adaptive dampers and anti-roll bars calibrated to the same exacting specification as the 570S Coupé. Body control is exceptional and the overall drive incredibly pure and rewarding, while retaining impressive comfort. Accessing the Active Dynamics Panel adds another level of personal choice, allowing the driver to choose from Normal, Sport or Track modes, for progressively softer or firmer suspension. This versatility ensures that the Spider is as at ease in everyday use as it is on a race track.

Electro-hydraulically assisted power steering, carbon-ceramic brakes and Pirelli P ZERO™ CORSA tyres are standard, while the latest chassis software both enhances the driving experience and increases safety. Developed originally for Formula 1™, Brake Steer aids cornering and reduces understeer by subtly applying braking force to the inside rear wheel as the driver turns in to a corner. Performance Traction Control calibrated by McLaren provides precise control in extreme situations, while the ESC (Electronic Stability Control) system includes a ‘Dynamic’ mode with reduced intervention and increased ‘driftability’, allowing drivers to enjoy the 570S Spider’s dynamic potential with confidence.

Tailored design

The breath-taking body design is enhanced by a rear spoiler, finished in Dark Palladium grey (a visible carbon fibre finish is available at additional cost via McLaren Special Operations) and 12mm taller than the rear spoiler of the 570S Coupé. The higher spoiler provides additional downforce to offset the aerodynamic changes resulting from the Spider having a different rear upper body design, ensuring exceptional aerodynamic balance overall that is the equal of the Coupé.

Designed around a perfect driving position that puts the driver at the centre of the action, the sophisticated cabin blends exceptional levels of craftsmanship, quality and technology; hand-stitched leather on the seats, door casings, dashboard and centre console sits side-by-side with a 10-inch TFT main instrument cluster and a centrally mounted, 7-inch IRIS touchscreen through which climate control and infotainment functionality are managed.

Customers can choose from standard six-way-adjustable or optional eight-way adjustable electric memory seats, with luxurious Nappa leather or performance-oriented Alcantara® trim available at additional cost. Lightweight carbon-fibre-shelled sports seats, the same as those fitted to the McLaren P1™, can also be specified.

Three new exterior colours celebrate the Spider’s introduction, with Curacao Blue, Vega Blue and Sicilian Yellow joining the existing Sports Series palette and giving Spider customers a choice of 20 colours in total. The new hues dramatically showcase the complex forms of the aluminium bodywork and unique-in-class dihedral doors, particularly when combined for added visual impact with an optional Dark Palladium grey contrast finish on the roof, windscreen pillars and rear buttresses.

An all-new, 10-spoke lightweight forged alloy wheel design (19-inch front, 20-inch rear) has been crafted as an option for the new 570S Spider. For further differentiation, a new brake caliper colour, Liquid Black, is also available.

Available to order now from more than 80 McLaren retailers worldwide, each 570S Spider is hand-assembled at the McLaren Production Centre in Woking, England.

The new McLaren 570S Spider will make its public debut on 29th June at the Goodwood Festival of Speed, West Sussex, UK and the first cars are scheduled to be delivered to customers in August.

McLaren Special Operations combines bespoke modern elegance with historic colour to produce striking MSO Collection 570GT

• Collection of six bespoke McLaren 570GT cars from McLaren Special Operations (MSO)
• Painted in the same ‘XP Green’ finish as the original F1 XP GT ‘Longtail’ homologation car
• Commissioned for Europe and the UK, using traditional British automotive colours

A limited number of bespoke McLaren 570GT models will this month become available to a fortunate few McLaren buyers in the UK and Europe. Commissioned from McLaren Special Operations as an MSO Collection, the six cars are finished in McLaren historic ‘XP Green’ exterior paint – the same colour as the famous F1 XP GT ‘Longtail’ homologation model built in 1997. The Saddle Tan leather interior additionally features green leather inserts in the seats and green contrast stitching, as well as a dedication plaque mounted on the centre tunnel beneath the infotainment screen identifying each car as one of six in the Collection.

The exterior of the car is adorned with Saddle Tan aero pin-striping edging the front aero blades, side skirts and rear diffuser, while each door carries a stripe of the same colour that runs rearwards from a subtle Union Jack emblem finished in silver-grey. MSO Black exterior components replace the front splitter, door inserts, side air intakes, side skirts and rear bumper, diffuser and spoiler, all of which would usually be finished in Dark Palladium or body colour.

“Any McLaren is a very special vehicle, but we are also seeing an increasing number of buyers expressing a desire to personalise their cars with additional features and options as well as colour and trim choices outside of the core specification offered,” explained Jolyon Nash, McLaren Automotive Executive Director, Global Sales and Marketing. “As well as making it possible for individual McLaren owners to have exactly the McLaren they want, McLaren Special Operations will continue to create limited-volume collections such as these six 570GT models in XP Green, to further extend customer choice.”

The McLaren 570GT is the most luxurious and refined Sports Series model, providing long-distance comfort and increased versatility while retaining a thrilling driving experience. Subtly visually different to the 570S Coupé, its classic GT lines sweep down into a side-opening rear glass hatch to provide an additional 220 litres of storage on the leather-lined touring deck, as well as an instantly recognisable identity. Chassis settings deliver the additional comfort expected from a car designed for touring, with spring rate stiffness reduced by 15% at the front and 10% at the rear compared to the 570S Coupé. The 570GT remains though a serious sports car, its 3.8-litre twin-turbocharged McLaren V8 engine producing the same outstanding 570PS and 600Nm as the Coupé, with performance to match.

The inspiration for the MSO colour and trim enhancements on the six 570GT models in the Collection is a combination of traditional British automotive hues and a very special car from McLaren’s own history – the F1 XP GT.

Although conceived as a road car, the McLaren F1 enjoyed significant motorsport success, including victory at the 24 Hours of Le Mans in 1995 on its first attempt. This meant that further track competition beckoned and to keep pace with dedicated racing opposition, a ‘Longtail’ GT race car was developed. F1 XP GT, instantly recognisable by the extended rear bodywork and distinctive colour, was the original road-going prototype built to satisfy the homologation requirements of motorsport governing body, the FIA. The car’s deep bottle green paint finish, cherished as XP Green in McLaren Special Operation’s historic paint palette, is now reserved for bespoke commissions.

The XP Green 570GT cars will be going to owners in the UK, Germany and the Netherlands. The MSO content in each is identical and adds £21,000 to the final price of the vehicle, which will depend on other options chosen. A specification that encompasses a By McLaren Designer Interior, GT Upgrade Pack (which includes vehicle lift, rear view camera, volumetric alarm upgrade, Bowers & Wilkins audio system and car cover) and 5-Spoke Lightweight Forged Wheels in Stealth finish among the options gives the XP Green MSO Collection McLaren 570GT a price of £188,567.

Can’t stretch to a McLaren Senna? Er, tough. This is sold out

Oh dear, McLaren. No sooner do you reveal a car with the most emotional, controversial, nostalgic name in your history – Senna – you follow it up with the dullest. This, ladies and gentleman, is the X.

The MSO X, in fact. Short for McLaren Special Operations Ten. Because what you’re ogling is the result of a limited run of ten hardcore-but-road-legal McLaren Sport Series supercars, built by the Special Ops skunkworks inside McLaren.

Enough name semantics. The MSO X is the result of applying as much 570S GT4 racing car thinking – and stripping-out – to a numberplate-wearing 570S as MSO can get away with. This is no mere application of a fixed rear wing (good for an extra 100kg of downforce), a McLaren F1-inspired roof snorkel, and some debatable paint schemes.

A new carbon bonnet balances the massively increased rear downforce out with extra intakes for extra negative-lift up front. There are new dive planes too and side skirts to engage the airflow, all helping ram the Pirelli Corsa tyres into the road. And the rear bumper is missing a few chunks, because weight-saving.

Inside, well, it’s the most pared-back McLaren interior since the P1. The carbon Monocell tub is exposed, the armrest and stowage space for your iPhone and Jelly Babies is in a bin round the back of Woking, and the control panel has been raised on a plinth. There’s space to keep an extra crash helmet, and McLaren’s thrown in its Track Telemetry package, with a fleet of sensors and cameras to record and save your track day heroics – or talent-bypasses – for YouTube infamy. Note the six point racing harnesses in the carbon bucket seats…

However, parking sensors, a lighter race-spec air-con system and a nose-lift are all kept on board, because the MSO X is a road car. Allegedly.

There’s no word on powertrain upgrades, meaning McLaren has stuck with the thoroughly adequate 562bhp 3.8-litre V8 that’s boosted by twin-turbos and good for 0-62mph in 3.4sec and a top speed just over 200mph. It’ll sound a tad rortier mind, breathing out via a titanium exhaust.

So, you missed out on the McLaren 675LT, and couldn’t stretch to a Senna. You want an MSO X, we take it. Don’t blame you. Well, we’ve got bad news and more bad news. All ten were only ever destined for sale via McLaren Newport Beach in the sunshine state of California, USA. So if that’s not your local McLaren dealer, you’re fresh out of luck.

And of course, this is a limited edition lightweight supercar. Which means, like all limited-edition lightweight supercars, it was sold out long before we common folk ever clapped eyes on it.

Maybe time to built us a ‘570LT’, McLaren? And how about some ideas for a cooler name…

10 unique McLaren sportscars that emulate the look and feel of a McLaren 570S GT4 race car but are fully road-legal have today been delivered to their new owners at a special McLaren customer event near Las Vegas, USA. Commissioned as an MSO Bespoke project – the service from McLaren Special Operations (MSO) that allows almost limitless enhancement and personalisation of McLaren cars – the 10 MSO X cars were ordered by the US market’s largest McLaren retailer, McLaren Newport Beach.

Designed to mirror the external appearance of the McLaren 570S GT4 race car as closely as possible, the MSO X cars are deliberately finished in accordance with race car design practice and all have liveries inspired by McLaren F1 GTR endurance race cars of the mid-1990s.

The revised design of the MSO X cars optimises circuit aerodynamic efficiency, with each car featuring a 570S GT4-inspired, pylon-mounted rear wing that provides approaching 100kg of extra downforce. A fully functional ‘goose neck’ carbon fibre roof snorkel for enhanced induction airflow, inspired by the 1997 F1 GTR Longtail, additionally delivers a unique cockpit sound. The transformation is completed by the inclusion of front dive planes, an MSO Titanium Super Sports Exhaust, Pirelli P ZERO™ CORSA tyres and a 570S GT4-style bonnet with specially constructed air intakes that work in conjunction with the roof snorkel and rear wing as a complete MSO aerodynamic package. Extensive use of satin finish carbon fibre across the entire bodywork, including roof, bonnet, side skirts and engine cover, as well as a unique rear bumper with ‘cut-outs’, helps to reduce weight.

“The MSO X collection is the perfect example of the rich vein of bespoke service offered by McLaren Special Operations. Customers come to us with their thoughts and ideas and MSO works with them to set boundaries within which they can then let their imaginations run wild. What could be better than a McLaren buyer playing the role of ‘race engineer’ in briefing the MSO team and directing them to test and validate those ideas to create a race-bred road car such as this?”

Jolyon Nash, McLaren Automotive Executive Director, Global Sales and Marketing

The interior of each MSO X car features a track-oriented, minimalist design and is visibly different to any other McLaren Sports Series road car. The carbon fibre Monocell 2 chassis is deliberately exposed, complementing carbon shell bucket seats, exposed carbon fibre sill panels and a bespoke carbon fibre bulkhead that features stowage space for a race helmet. The centre tunnel storage bin has been removed to save weight and the raised, carbon fibre centre console that features in the 570S GT4 further accentuates the racing intent. The MSO X cars are also equipped with a colour matched harness bar to hold the 6-point racing harnesses for track driving (in addition to regular three point belts) and McLaren Track Telemetry with a full suite of cameras.

Befitting the fact that the MSO X cars are designed to be driven on the road to reach a track, McLaren’s reputation for road car usability is at least partially retained, with parking sensors, rear view cameras, vehicle lift and race air conditioning on all the vehicles.

The MSO X commission progressed from an initial design discussion to all 10 examples being sold and delivered in just eight months, as McLaren Newport Beach Dealer Principal, Pietro Frigerio, explains: “The aim of this project was to have a serious track car that could still be driven on the road and this finished project screams ‘race car’ to the casual onlooker.To have the MSO X project go from renderings at the Goodwood Festival of Speed last July to the 10 magnificent supercars that we handed over to our excited clients today, is nothing short of amazing.”

This one-of-a-kind McLaren 570S Spider, commissioned in honour of Saint Valentine by an incurable romantic, will take to the road on the saint’s special day, February 14th.

Hand-assembled in Woking, England, the two-seat 570S Spider brings supercar attributes such as carbon fibre construction, a mid-mounted V8 engine and extreme performance to the luxury sports convertible market. Choosing Vermillion Red paint from the McLaren Elite colour palette, matching it with a By McLaren Designer Sport Interior in red and black leather and specifying further red enhancements adds true romance to the exotic sportscar recipe.

The combination of Apex Red and Jet Black Nappa Leathers and Carbon Black Alcantara ® trim material is complemented by carbon fibre components on the doors and centre tunnel. MSO Defined Extended Sill Finishers in the same material and featuring McLaren branding further individualise the interior, with Indian Red seatbelts – also by McLaren Special Operations (MSO) – and a steering wheel with Apex Red leather trim completing the St Valentine’s Day look inside the car. Outside, red brake calipers and personalised ‘Color Edition’ P ZERO tyres from McLaren technical partner, Pirelli, add to the sense of occasion.

The sophisticated cabin blends exceptional levels of craftsmanship, quality and technology, hand-stitched leathers sitting side-by-side with a 10-inch TFT main instrument cluster and centrally-mounted, 7-inch IRIS touchscreen through which climate control and infotainment are managed.

Aluminium bodywork shrink-wrapped around a powerful mechanical package gives the 570S Spider an athletic appearance, with instantly recognisable McLaren styling cues such as a teardrop-shaped cabin; unique-in-class dihedral doors; and distinctive LED lighting front and rear, the Daylight Running Lights recreating the signature McLaren Speedmark badge.

The two-piece retractable hardtop is constructed of lightweight composite panels that are significantly more weather- and fade-resistant than fabric; the roof of this bespoke car is in optional Dark Palladium grey rather than body colour. Stowed beneath a beautifully crafted carbon fibre tonneau cover – another feature on this car from the MSO Defined range – the convertible roof is electrically operated from the driver’s seat using one simple control and can be opened or closed in just 15 seconds, at vehicle speeds of up to 40km/h (25mph).

When the 570S Spider’s retractable roof is closed, its lines mirror those of the 570S Coupé, giving a flowing, uncluttered appearance. With the roof open the silhouette is equally dramatic, additional attention being drawn to the two distinctive buttresses that taper into the bodywork either side of the engine. The one-off Saint Valentine’s Day 570S Spider features numerous exterior carbon fibre body enhancements from the MSO Defined range of options, including door inserts; front splitter; rear deck; rear bumper and rear spoiler.

A 3.8-litre, twin-turbocharged McLaren V8 engine gives the 570S Spider acceleration from standstill to 100km/h (62mph) in 3.2 seconds and to 200km/h (124mph) in just 9.6 seconds. Top speed is 328km/h (204mph) with the roof closed – identical to the 570S Coupé – and even with the roof lowered, the new Spider can reach 315km/h (196mph).

Driving with the roof down is an even more immersive and exhilarating experience than with it raised. A glazed wind deflector can be electrically closed or lowered at the push of a button, providing further versatility by reducing wind-buffeting when the roof is down or by allowing additional sound and fresh air into the cabin with just the glass lowered.

The McLaren 570S Spider employs racecar-style, double-wishbone suspension all-round, with the same suspension and steering settings as 570S Coupé models to ensure exceptional body control and a particularly pure and rewarding drive. The 570S Spider is also extremely comfortable, as befits a sophisticated, luxurious convertible; a driver can choose from Normal, Sport or Track chassis modes for progressively softer or firmer suspension that best suits prevailing conditions.

This particular 570S Spider may be spoken for, but others are available. Full information about the 570S Spider – in almost all its guises – is available at cars.mclaren.com. Those wanting something even more exotic can turn to McLaren Special Operations for an almost limitless range of colours and enhancement options such as material upgrades, or even ultra-limited or one-off models.

McLaren is offering Sports Series convertible customers greater choice than ever – as well as helping them with their decisions – with new Design Edition specifications for the acclaimed 570S Spider.

Five McLaren 570S Spider Design Editions are available to order now, each offering a different but entirely harmonious theme based around signature McLaren colour and trim options. Each Edition has been carefully curated by McLaren Automotive designers, ensuring that the colours, materials and finishes complement each other to perfection.

“There is a virtually limitless number of different personalisation opportunities for the McLaren 570S Spider and who better to begin the process than the people who designed it?” commented McLaren Automotive Design Director, Rob Melville. “We have selected key exterior and interior colours and finishes that we believe showcase the 570S Spider in the most desirable way and are offering them as Design Editions that we as designers would choose.”

The five new Design Editions have been created specifically for the McLaren Sports Series convertible, following the success of a Design Edition range for the 570S Coupé. As with the Coupé, the 570S Spider Design Editions offer a financial benefit over specifying the options separately. Customers can select additional features beyond the Design Edition content – such as carbon-fibre interior upgrades or exterior components – to further personalise their new purchase.

Each of the five Editions is based around a special body paint – Silica White, Storm Grey, Vermillion Red, Onyx Black or Vega Blue – with each matched to an interior scheme from the By McLaren Designer range; four sporting and one with a more luxury accent. Wheel finish, brake caliper colour and branding and finish of the 570S Spider’s electrically retractable two-piece hard-top are also all selected by McLaren designers to deliver the most visually balanced and pleasing result.

McLaren 570S Spider Design Edition 4, as illustrated in the accompanying images, is an Onyx Black car. The retractable hard-top is in body colour, the 10-spoke forged alloy wheels feature a Stealth finish and the brake calipers are in McLaren Orange with black printed McLaren logos. The interior comprises Carbon Black Alcantara, McLaren Orange nappa leather, McLaren Orange perforated nappa leather seats with contrasting stitching, colour co-ordinated steering wheel and McLaren branded leather sill finishers.

The four other Design Editions are equally striking, living up to their designer-label credentials with an aesthetic appeal that is uniquely McLaren. All display very different personalities, but all show the 570S Spider’s athletic, shrink-wrapped body and inviting open-top cabin in the most alluring way. Information about each of the Design Editions can be found at: cars.mclaren.com

The cost of the Design Edition packages adds between £8,100 and £10,700 to the recommended retail price of the McLaren 570S Spider, which starts at £164,750.

The Design Edition joins the recently-announced 570S Spider Track Pack, with its emphasis on lightweight options including carbon-fibre race seats, in the Sports Series line-up. With its sculpted teardrop body and form-follows-function ethos, the mid-engined, two-seat 570S Spider is a convertible without compromise – not only as beautiful as the 570S Coupe, but also equally dynamically gifted.

New teaser revealed for what appears to be a rather hardcore McLaren...

Well now. A frustratingly cropped jpeg appears on our digital doormat, sent from McLaren HQ. It bears the caption: “A new McLaren is coming. But have we forgotten something?”

Oh-oh-ho how we love a riddle. Or in this case what the PR world calls a ‘teaser’.

So let’s get sleuthing.

It’s a rear-end with the tail-lights and general outline both familiar from the 570S. So we can rule out the three-seat BP23 hypercar because McLaren has already sent sketches of that and its arse-end is not very similar at all.

So it’s from McLaren’s Sports Series family, which currently numbers the 540C, 570S, 570GT and 570S Spider.

McLaren has said it will build LT versions of most of its range. Is that what we’re seeing here?

LT is Woking’s equivalent of Weissach’s GT3, or perhaps GT3 RS or GT2. In other words, the weight-reduced, aero-enhanced, power-boosted, track-chassis’d editions. They’re derived from its already light, aerodynamic, powerful and track-friendly ‘standard’ cars.

Look then at the cut-out wheel-arches in this shot. Lose yourself in the enhanced diffuser and its carbonfibre construction. Check the extremely blocky-treaded tyres. It’s got LT written all over it.

So what, to return to the original question, is missing? Because let’s face it they haven’t actually forgotten. Or if they had they wouldn’t be pointing it out. That’d be bad PR.

Exhausts, that’s what’s absent. And there have been sightings of prototypes with central, upward-facing exhausts. If they’re good enough for the Porsche 918, they’re surely good enough here. They should shorten the system, saving weight, and bring the noise closer to the lucky driver’s ears.

Consider us teased.

A hotter 570S is on the way.

What It Is: An aerodynamically improved variant of the McLaren 570S. Like the 650S-based McLaren 675LT that came before it, the 600LT’s most notable feature is its prominent, extended rear wing, the reason McLaren calls it a Longtail (hence LT). The wing works with a revised body kit that is expected to significantly increase downforce. Accompanying the big rear appendage are a large front spoiler, intricate side splitters, and a massive rear diffuser. Additional use of carbon fiber is expected to bring the curb weight down by a few pounds.

Why It Matters: It’s a limited-edition McLaren model and is therefore sure to garner keen interest. Furthermore, the 600LT is likely to take the stellar dynamics of the 570S and turn things up a couple of notches. No doubt, the 600LT will be the ultimate version of McLaren’s entry-level sports car—entry-level, of course, being a relative term.

Platform: The 600LT will share the lightweight carbon-fiber tub and control-arm suspension of the 570S. The standard car’s adaptive dampers are expected to carry over as well. If the 675LT is anything to go by, expect the 600LT to deliver a rock-hard ride regardless of damper setting.

Powertrain: The 600LT is all but certain to retain the twin-turbocharged 3.8-liter V-8 that powers the 570S. As its name implies, the LT’s engine will produce a total of 600 metric horsepower. That translates to 592 horsepower by U.S. measure, or 30 more than the standard 570S. Larger side vents appear to let more air into the engine bay, while a new exhaust system sports a pair of beefy pipes sprouting out of the engine cover ahead of the adjustable rear wing.

Estimated Arrival and Price: McLaren will formally reveal the 600LT next month at the Goodwood Festival of Speed in the United Kingdom. Expect approximately 500 units of the 600LT to be produced and for the limited-edition model to start at $250,000 or so.

We haven’t gotten an official look at the 2019 McLaren 600LT yet (that will happen at the Goodwood Festival of Speed next month) but here’s what we do know: It will have top-exit exhaust pipes like a boss and it will probably look amazing. Here it is testing at the Nürburgring.

Even though the mule is wearing camo, I’m fairly certain that this is basically what the finished product will look like. It’s got the slightly longer tail and the top-exit exhausts. You can get a better look at those tips once the car is off the track and on a lift in a garage.

Thirty extra horsepower for the 600LT might not sound like a lot, but it should have even more track-focused goodies on board as well, just like the 675LT that came before it.

McLaren hasn’t made a bad car yet. The 600LT definitely won’t disappoint.

McLaren hasn’t made a bad car yet.

Fernando might disagree

If you’re into exotic cars, you’re probably living in the best era for them. No longer the scarce things they once were, you can get your mitts on more of them than ever before. AMG makes legit supercars, Aston Martin’s range is ever expanding, Ferrari’s on a roll lately, Lamborghini’s SUV is… a thing, and McLaren’s determined to bring out as many new models as it can. And the new McLaren 600LT comes to the family as the smallest McLaren for people who are constantly late for things.

McLaren’s pledged to release 18 new models by 2025, not one of them an SUV. That includes derivations of cars—Spiders, LTs, etc—which means eventually you’ll likely be able to find the exact right McLaren for you depending on needs, ability, and price point.

This car is the “Longtail” version of the 540C/570S. McLaren’s LT cars (a lineage that roots back to the legendary F1 with a longer tail end) have six key things that make them stand out from the rest of the range: they’re limited-run, lighter, have better aero, track focussed, driver focussed, and have more power than the car they’re based on.

In the case of the 600LT—if you guessed it has 600 metric horsepower, you guessed right—that means it’s a far cry from the 570S it’s based on. Rather than being a car you can daily and use on the odd track day, this is the track day car you can occasionally daily. It’s harder edged, lighter, and sharper than its Sport Series stablemates.

Oh, and its tailpipes are on the rear deck and they shoot MASSIVE FLAMES. Which is awesome.

If you’re going to LT-ize a McLaren, the power needs to be given a boost. As such, McLaren’s tweaked its 3.8 liter V8 to produce a claimed 592 brake horsepower (600 metric) and 457 lb-ft of torque. Combined with a dry weight (if you select all the right lightweight options) of 2,749 lbs, McLaren reckons it’ll do 0-60 in 2.8 seconds and run all the way up to 204 mph. Tasty.

Because it’s pretty light, the 600LT doesn’t appear to be too hideous on fuel either. I mean, compared to other exotics, not like... a Prius. McLaren claims it’ll manage 14 MPG city and 25 highway. But that’s not really part of the LT brief anyway, so let’s move on.

Deck mounted tailpipes. C’mon, that’s badass. Not only do they look awesome, but they also spit hefty flames under full load. I asked the 600LT’s lead engineer How they managed to pull it off without setting the spoiler on fire—a ceramic coating where the flames would fall at speed.

I also asked why they put them the pipe exits on the deck: Turns out it’s partly because it means they’re closer to the motor which means fewer parts are needed (better for reducing weight), and partly because it’s a cool thing to do. I admire that kind of thinking.

It looks awesome, kinda like a Mad Max Pursuit Special version of the 570S. The vents, spoiler, and pipes just make it look special. I’ve got a particular soft spot for the vents over the front wheel. They’re a nice, functional detail.

McLaren’s always been about making its cars useable, as far as supercars go, and it’s the same with the 600LT. You can see out of it, you can drive it hard, and you can potter about without feeling too much like you’re going to lose your spine. You can also exceed its limits and it won’t bite you for the privilege. You lose some storage space in the name of “lightweight” though.

I hate dieting. It means I can’t eat all the cake in the world and I have to embrace salad. McLaren enjoys putting its cars on salad diets—it means components don’t have to work as hard, and it means the car goes faster. No downsides, really. Mclaren’s taken a ton of stuff out of the 600LT to lose 220 pounds from the 570S’ not-all-that-massive-to-begin-with bulk.

Lighter seats, A/C delete, lighter suspension, no door pockets, and more make it as feathery as possible. And you can have the A/C back as a no cost option, no fear.

It’s quite small (though 47mm longer at the rear than a 570S), which means it’ll be easy to park in town, and it’s easy to thread down narrow lanes. Basically it’s a city car. Ahem. Oh, and it’s easy to place on track.

One of the LT characteristics is the fact that they’re limited editions. Now, unlike the 675LT (one of the best cars I’ve ever driven, FYI) it’s not limited to set number of units, but to a 12 month production schedule. It means there’ll likely be a car for everyone who wants one, but it also knocks a bit of the exclusivity shine off it, don’t ya think?

A minor gripe, but I still can’t love those flying buttresses at the rear. They just look a bit odd.

And it still has the 570S’ infotainment set up. It’s woeful, buggy, crash-y, and a huge pain in the ass compared to other systems out there (Porsche’s, for example). The day this is changed the Lord will smile from on high.

To warm us up for the full-on 600LT experience, McLaren laid on a few laps in a regular 570S. Pro driver at my side, I went out and had a play.

The 570S remains a sharp, agile car. Pretty much all the car you’d want in reality. The steering was direct, brakes hefty and fade free, and 570 horses are surely enough, right?

Well… getting out of that and in to the 600LT was a bit of a shock. While the 570S is objectively A Good Car, compared to the 600LT it’s a bit lacking.

The LT treatment has been kind to the car. Everything, and I mean everything, has been sharpened up, tweaked, and honed to create an incredibly engaging car.

On the speed front, the Hungaroring’s 800-meter main straight is long enough to get a decent impression of how quick the 600LT can be. By the braking point it was clipping 155 mph with no signs of letting up. It just keeps going and going and going, pinning you back as it does. Consider that this is in the “entry level” lineup for a moment and take stock of how fast supercars have become just in recent years alone.

Going fast in a straight line is all well and good, but scrubbing that speed off is doubly important. With a brake booster inspired by that on the Senna and the carbon discs from the 720S at each corner it’s hardly been set up for a fall. The pedal is a bit tricky at low speed, but on track when measured mashing and rolling off are the name of the game they’re easy to use. And boy to they work well—from that 155 mph it’ll drop to 60mph in no time at all, forcing the blood to the front of your face, stealing half a breath from your chest.

Once you’ve lost your mountain of speed units it’s time to think about turning in. Drop a ratio or two with the super fast dual clutch ‘box, look where you’re going, and steer. The way it turns in makes the 570S’ wheel seem light and sluggish. It’s direct, hefty, and accurate as they come. A step or two down from the Senna, but those are very small steps indeed.

Thanks to a set of Pirelli P Zero Trofeo R rubber and a stiffer-than-your-average-570S suspension set up it can corner hard and fast. You notice first when you have to use your neck muscles to keep your head aloft, then when your tongue starts going walkabout in your mouth. With said set up it’ll corner faster than a 675LT. Damn.

McLaren’s Dynamic Panel switchery is present – with everything off it’s fine and dandy, sure, but start playing and things change. For example, setting the powertrain to “dynamic” make the gearshifts noticeably clunky to give a race car feel, but in “track” and you’ll barely feel a thing, yet still have the motor and ‘box tuned to the angry channel. Set the handling and ESC to track and you’re given some slip to play with.

You can find and exceed its limits quickly on track. With the dynamic panel set to TRACK ALL THE THINGS you need to treat it with respect.

As with anything, going in to a bend too fast and expecting it to turn in perfectly is foolhardy and met with understeer. Adjust the gas and the ‘wheel correctly though and you’ll be sorted in a jiffy. Same goes for giving it too much on the way out—it’ll kick its ass out, but not so violently you’ll be overwhelmed. Far from it. You can quickly get the car back in to check. The McLaren’s control finesse is exceptional.

Before options the 600LT will set you back $240,000. A lot of change in anyone’s book! You can use it daily, though it’s not as suited to that as a 570GT would be. If you’re a track rat with a penchant for six-figure, hand-built Brit supercars it’s just the right price.

Yes, it’s another new McLaren. Yes, it’s very fast. No, the vast majority of us will likely never be able to afford one. But it’s addictively fast, easy to control, and a joy to drive hard and fast.

It’ll tug your face muscles, move your blood, excite and encourage you to go ever faster. And it even makes the 570S feel a bit lumpen in the process.

If you can justify it you’ll love it. Your year to order is running out.