FARO, Portugal – We head to Europe’s western-most country to sample a brand new model from renowned British supercar manufacturer McLaren Automotive.
What is it?
The introduction of the McLaren 570S Coupé marks the launch of the Sports Series family of models, which fits in below the Super Series (625, 650S and 675LT) and Ultimate Series (P1 and P1 GTR). The Sports Series is effectively the entry-level range of McLaren’s product line-up.
Of course, the term “entry-level” is relative; the 570S is a proper sportscar. In fact, it is the firm’s first model to compete in the sportscar, as opposed to the rarefied supercar, market. It goes head-to-head with more mainstream performance models such as the Porsche 911 Turbo and Audi R8. And in the near future, the 570S, named for its power output, will be joined by a 540 little brother.
Launching this model in 2015 helps keep McLaren Automotive’s promise of introducing one new model per year since the MP4-12C was launched in 2011.
McLaren spokespersons at the launch confirmed that there will be an open-top version of the Sports Series available in 2017 and a third body style will be launched next year, but they wouldn’t give any clues to what it may be…
Family face
Those who are familiar with the brand’s products will immediately recognise the familial frontal design of the newcomer. It shares its visage with the 650S, although the headlamps are unique to this model.
To help differentiation between the ranges, the 570S boasts no active aerodynamics – it was design as much by the aerodynamicists as it was by the designers. The two teams worked together closely to optimise the shape for both form and function.
The result is a body shell that seems to be shrink-wrapped over the 570S’ innards. The dimensions are tight and the 570S is noticeably smaller than its siblings. The most unique aspect of the design is the side intakes that are sculpted to direct airflow into the side-mounted heat exchangers.
In an effort to make this the most user friendly of the McLaren models the design team re-engineered the dihedral doors to facilitate easier ingress and egress.
Similar under the skin
As is the case with many other manufacturers, McLaren utilises the same platform for all its models. Uniquely, however, McLaren uses a carbon-fibre tub for every product. The Mono Cell II weighs just 75 kg and is predominantly covered by metal body work, which is another area of differentiation between McLaren’s respective series.
Despite the metal panels the newcomer tips the scales at 1 313 kg (about the same as a modern hot hatch), which McLaren claims it’s 147 kg lighter than its nearest competitor.
Mounted amid-ships is the familiar twin-turbocharged 3,8-litre V8 engine. For the 570S power has been set at 420 kW with a peak torque figure of 600 N.m. Drive is delivered to the rear wheels via a twin-clutch automated transmission.
How does it go?
When the significance of a sportscar having a pair of windscreen wipers was highlighted during the press briefing, I had a good chuckle. Why would it be that important for a sportscar to have two windscreen wipers?
However, as roll out of the hotel car park in the 570S the following morning I am greeted by sheets of rain. Time to engage the twin wipers then…
When I look down at the sat-nav screen I notice that a nearby street is named Avenida Ayrton Senna da Silva. The late, great F1 pilot owned a residence in the vicinity, and the street was renamed in honour of the triple world champ. I am sure that one of McLaren’s favourite sons would have approved of the weather conditions.
As I pootle along for the first few kilometres I took note of the suspension over the scarred tar of the region. Unlike its siblings the 570S uses traditional anti-roll bars (not the interconnected, active system) and this gives it a ride quality that is less supple than those of the MP4 and 650S; both of which are lauded for their ride comfort.
Pressing on
When heading away from Faro and into the hills near Loule, the roads seem drier than on the motorways below. As I turn the powertrain dial over to “sport”, I leave the suspension in its default normal setting.
Suddenly, reactions from the transmission and engine are immediate to my every input. These roads were made for spirited driving, although they seem more suited to a Mini than a McLaren, and even though there is more than 400 kW available under my right foot the 570S isn’t nearly as intimidating to pilot as other McLaren models. In fact, my approach is the same as if I’m driving something much smaller with a lot less power.
My earlier gripe about the ride quality is put on the back burner as the 570S melds with the undulating blacktop. There’s no impression of the suspension trying to “smooth out” the road surface. It is only when you have a large throttle opening and ride over a sharp crest that the revs flare up to indicate a momentary loss of grip.
In these variable conditions the quick, hydraulically assisted steering rack clearly signals the grip levels at the front axle. To ensure that the 570S could be enjoyed by drivers of all skill levels the setup is neutral – there aren’t any sphincter-clenching moments in fear of 600 N.m sending the rear axle slithering into the oncoming lane.
What a noise
Another change over other McLaren models is the adoption of new exhaust manifolds. Equal length headers help to create a hard-edged, racecar-like yowl rather than the huffy, snorty anodyne noises produced by the 650S and, I am told, the P1.
Revving the motor out to the redline repeatedly is addictive (as much for the rush of power as it for the aural pleasure it induces). Occasionally, on a trailing throttle, you’ll hear remnants of unburnt fuel explode in the exhaust with a smile-inducing bang.
Easy peasy
The bright skies and dry tar don’t last and eventually I have to activate those twin wipers again. Once the 570S leaves the mountains and head back towards civilisation I set all the dials back to their most comfortable settings.
For the first time I turn on the bespoke Bowers & Wilkins audio system and hear the dulcet tones of Diana Krall pour like liquid caramel from the Kevlar speakers (mass-saving measures are applied in all areas). As this car was designed for regular use the audio system was a priority and it is one of, if not, the best I’ve heard in a sportscar. With the satnav set for the hotel I cruised back to my overnight abode.
Summary
From the onset the design brief of the 570S was to be more engaging, with a performance envelope that is easier to access than its siblings. As I traversed unknown mountain passes in changeable conditions in the newcomer, I believed the brief was fulfilled.
I have been fortunate enough to experience MP4 and 650S models on road and track and there are very few times when I exploited those cars to the utmost of their abilities. To do so on public roads would be foolish as grip levels and power outputs are so high, but the 570S is a different proposition. You can really get stuck into the 570S without the experiencing the fear that it will bite you hard should things go awry.