McLaren 570S review

The entry-level McLaren. Sport Series, in their terminology, putting it below the 720S (Super Series) which gains mobile aerodynamic devices and crosslinked hydraulic shock absorbers that deny the youngsters. Top of the pile is the Ultimate Series – the limited edition stuff like the Senna, Speedtail, and Elva. But even at the bottom of the scale, the McLarens are not lacking in speed or capability.

Like every McLaren road car ever produced, the Sport series is built around a carbon tub. All versions are powered by a 3.8-litre twin-turbocharged V8 engine, available with a choice of three different power outputs. The base car was the now discontinued 540C with, obviously, 540 hp. Above you have the 570 and then the 600LT. If we’re being pedantic, they actually make 562 and 592 hp, respectively, though they both produce the same 443 pound-feet of torque. The 570 is the base model, available in three body styles: coupe, convertible, and GT hatchback. Available in convertible and hardtop versions, the 600LT is a weapon for the track: tougher, sharper. All versions are rear-wheel drive only.

The 540 and 570 are everyday supercars: two seats, a dual-clutch gearbox, and enough practicality and room to make them usable. It’s a competitive field, pitting the Sport Series against Audi R8s, AMG GTs, Aston Martin Vantages and Porsche 911 Turbos.

The McLaren is lighter than any of its rivals at just over 1,400kg, which, combined with excellent launch control, gives it immense sprinting ability. As we found out when we did a drag race. 0-60 mph is done in just 3.2 seconds, 100 mph in 6.3 seconds, and the top speed is 204 mph. These acceleration times? Identical to those manufactured by the formidable and legendary F1…

Launched in 2015, only 10% of the parts were inherited from the old 650S, mainly the front and rear wishbones, the brake system and the IRIS infotainment system. While maintaining the same capacity, the engine used new injectors, turbochargers, and cam governors, along with a custom exhaust and manifold. Suspension is provided by conventional spring/damper units and (for the first time in a modern McLaren) there are proper anti-roll bars. The driving experience is key, of course, but McLaren has also lowered the sill height and ensured that the upward-opening doors rise higher and swing further out to improve access. There’s a sizable boot up front and, if you’ve got the GT, a larger one on the shoulder.

While the 540C was available, prices started at £126,000 and rose to £201,500 for the 600LT Spider. The regular 570S is £150,815.

There is no faster or more rewarding “entry-level” supercar. An Audi R8 sounds better and has a nicer cabin. The Porsche 911 Turbo (a new one is planned for 2020) is more versatile and safer. An AMG GT is more thunderous. But if speed and maneuverability are more important, the 570 takes some beating. And yes, the 570GT is smoother, but not by much. And the 540C is slower, but you’ll never notice it.

The arrival of the Sport Series in 2015 was an important step for McLaren, bringing clarity and structure to the model range. It’s still the benchmark for handling in the £150,000 class, and while it lacks some of the features seen on the 720S, it’s still backed by a carbon cockpit and a sense of occasion that very, very few. cars can match.