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In McLaren speak, then, the letters LT are serious. They mean something lighter, more powerful, more hardcore, more rare. And they also mean soul. All the very good reasons to welcome this, the new 600LT
Just like the 675LT was a magnificent transfiguration of the 650S, the new 600LT is a spin-off of the 570S. To save you, when Top Gear drove the McLaren 675LT, we dared to compare it to the immortal F1
. Just as we love the 570S, it was felt that it was far from what it means to be LT. Nearly a quarter of his pieces have been changed.
The 600LT will loop faster than the old 675LT, says McLaren. This is despite the fact that his performance in a straight line is lower. Lower being a relative term, you understand, since the 600LT will go from zero to 124 mph in 8.2 seconds. Which is faster than a Huracan Efficient or a 911 GT2 RS.
More headline numbers: the weight is reduced by 100 kg compared to 570S. The support is 100kg (or 980N if you are a physical pedant, which I am) at 155 mph. The swelling of power is not so important (it is only 5%, now 600PS or 592bhp if you are an imperial pedant, which I am not). But even so, the weight / power ratio is very useful at 475 horsepower per dry ton. What will he do, sir? Two-oh-five
The engine response, they say, is sharper too, and obviously it's no longer an event because top exhaust exhausts bring noise closer to your ears. The tires are grippers. Braking is stronger.
Perhaps more importantly, the McLaren say that the joy and commitment to driving the 600LT are even deeper than the incredible 675LT – even though they admit that the new engine n & # 39; 39 is not as special as the 675LT. But then, it's cheaper too.
So, how did they do it? Will we start with the chbadis because it is clear that it is there that the greatest differences will be felt by the driver on the road, as well as on flat speeds in areas where the borders are red and white .
is wider, which always improves grip and reduces the ride height. The LT uses the suspension struts of the 720S, which it claims have the effect of making the steering clearer, as well as forged ultra-rigid double wishbones. The dampers are recalibrated too.
But what is really important is that the suspension, the wheels and the brakes are light. This reduction of the unsprung and rotating mbad is always a huge gain: it makes the car more transparent and agile because the wheels can better track the road, and there is less gyroscopic effect in the bend. A really significant total of 21 kg is saved between the wheels, the tires (Pirelli Trofeo) and the brakes. And then the new triangles, uprights and anti-roll bars cut another very interesting 10.2 kg
To achieve the total weight cut, here is what has been saved. The Senna's lightweight seats lose an enormous 24.6 kg. The removal of the air conditioner is 12.6 kg. The exhaust is lighter than 12.6 kg because it is shorter, with the outlets on the rear axle. The wiring harness was lightened by 3.3 kg, and the mats and interior trim weighed 6.6 kg. There is no stereo, which loses 3.3 kg, and a lighter glbad reduces 2.1 kg. Finally, and at great expense, many body panels are made of carbon fiber rather than aluminum for a 7.2 kg cut
noise. It'll just saturate your skull because the exits are right there on the back deck
Let's not be too excited about this last piece. I think that carbon fiber panels (which eventually include a clear-coated roof) are there as a social media fiasco rather than because they make a difference that you can actually feel.
The lightweight seats make a much more significant contribution and the removal of air conditioning. But guess what? The Senna also has an air conditioning removal option, but only one customer in any production has specified it this way.
We must also emphasize the addition of a single weight: the large rear wing pushes the 3.5 kg car. But this has a real aerodynamic advantage if you give it max-lat in 100 mph curves.
Overall, the empty weight of the 600LT can go down to 1,247 kg. This makes it more than 100 kg lighter than a performance Huracan Lamborghini or a Porsche 911 GT2 RS.
Now the engine. Basically, it's like in the 570S. But it gets a recalibrated ECU, more new camshafts and this most characteristic exhaust. Some of us worry that they could have done more to fix what has always been a sticking point of McLaren's 3.8-liter V8: the turbo-lag at low to medium speed
But on the other hand, this same engine has always gone wild around 8,500rpm, and the new piping reduces the back pressure when it goes there, which will make it even more joyful.
So with the carbon fiber body panels, I suspect the extra 30 horses you'll really feel. Instead, it will be the additional implication of the noise. It will just saturate your skull because the exits are right there on the back deck, separated from you only by the thinner rear glbad.
Another curing element is the stiffer motor mounts. This is a price that is surely worth getting paid. They accelerate the response of the accelerator. And because they also control the mbad of the engine that moves in the car, they'll sharpen the direction too.
When McLaren showed Top Gear the car, inside in a photo studio, the key dragged on. I have therefore pressed the start button. OK, this is not really an exclusive first record in the world, but I can attest to the raucous and crisp sound of a flat-cranked V8, as well as an accelerator response. lively and neutral to neutral
Now the Aero. On the front, a new splitter – adding 27mm in length to the car – and complex side skirts control the air moving around the lower bodies and underneath. Vertical side panels add to the effect.
The extended rear diffuser, its blades as a kind of forestry machinery, sucks all the business in the street. In addition, remember that the exhaust piping has been moved out of its airflow, so it is even more efficient.
The rear wing eclipses that of the 570S. Its center section bears a special ceramic weave against the heat and flames coming out of these two twin exhaust pipes right in front. Just saying
Despite all the work, the 600LT is still one of McLaren's most comprehensible cars. Unlike the 675LT and the 720S, it is unrestrained, with its active anti-roll function, and its static rear spoiler is not an active swivel. This partly explains why it is cheaper, about 25 percent above the price of a 570S – 185,000 pounds (including taxes).
The 600LT will be made in strictly limited numbers, but for the moment McLaren does not give figure. Instead, the rule is that they will all be built with 12 months, starting in October. You do not get any refoulement when you suggest that a spider will follow.
If nothing else is done, the carbon fiber body will be slow to make, which will limit the supply. The promise of McLaren will also be that the offer will never be greater than the demand. Want one? Go to the phone at your dealer.
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