ON WEST 34TH STREET, New York, in the middle of a pristine while space called, rather enigmatically. Location 05. McLaren launched the new 570S. This is the first of its Spons Series cars, a range that will eventually have four models and is intended to sit beneath the Super Series (650S and 675LT) and Ultimate Series (PI), both in terms of price and performance, thus bringing the McLaren badge within reach of more customers. Perhaps the biggest news for evo readers, however, is that McLaren is promising that the 570S is also more fun to drive.
The engine is fundamentally still McLaren's familiar 3.8-litre twin-turbo V8, but according to Mark Vinnels, executive director of product development, the internals are 30 per cent different. New camshafts, new turbos with electronic dump valves and a totally new exhaust system all change the engine's character so that it encourages the driver to use all the revs. This assertion is backed up by the fact that although most of the torque is available from about 3000rpm, the maximum 4431b ft doesn't arrive until a relatively high 5000rpm and is then sustained until 6500rpm. More encouragingly still, Vinnels reckons they have now cracked the soundtrack of the V8, even matching a naturally aspirated car for spine-tingling emotion.
Closer to ground level, the 570S has normal anti-roll bars in place of the hydraulic 'ProActive' setup first seen on the 12C. While this means roll stiffness is not adjustable, the vertical stiffness still is, with the dampers retaining McLaren's usual three settings - Normal, Sport and Track. There is still no limited-slip differential, but chief test driver Chris Goodwin says they still haven't found the need for one and that the software that mimics the effect of an LSD using the brakes is now better than ever. Talking of which, the 570S comes with carbon ceramic discs as standard.
Unlike the 650S and PI, the 570S's aero is fixed, and although there is some aggressive channelling of the air through things like the flying buttresses at the C-pillars, there is a noticeable absence of rear wing. However, the prime reasons for the increased sense of fun and adjustability that McLaren is promising are firstly a dry weight of just 1313kg and secondly a reduction in the contact patch with the road. Pirelli P Zero Corsas come as standard, but they are smaller in width, with 225/35 R19s at the front and 285/35 R20s at the rear.
The ESP has also been recalibrated and relaxes incrementally as you go up through the handling modes. Goodwin says he and his team have learnt a lot of lessons from the development of the cars that have gone before, and that they have made leaps on in the driveability of the 570S so that, although it wasn't their intention, the lap times have surprised them.
McLaren's trademark carbonfibre tub has been reworked for the new car. Here it's called MonoCell II and features sills that are 80mm lower than in the 650S, making them much less of a hurdle for driver and passenger to clamber over. Complementing the lower sills is a new sweep for the doors, which leave a much bigger aperture for easier access to the cabin. Apparently the doors close as they should, too, without the need for a slam...
Inside, you'll find an airier and more attractive environment. The climate controls have been moved to the IRIS system, which gets a new 7in touchscreen mounted in the 'floating' centre console. Instruments are displayed on a new TFT screen and can change depending on the selected driving mode. There is increased practicality, too, with greater storage space both in the cabin and the 150-litre front boot.
The styling is obviously subjective, but having seen the 570S in the metal, two comments seem worth making. First, it looks more svelte and delicate than the 650S (cheetah versus tiger, as one person put it) despite having slightly larger dimensions. Second, although McLaren is pitching it as useable, even everyday transport, some might struggle to see it as such because, unlike a 911 Turbo, it still looks every bit the rakish supercar.
With the price starting at £143,250, the 570S looks like a direct rival for the new Audi R8V10 Plus and the 991 Turbo S, although we know McLaren benchmarked the 991 GT3 for its driver involvement. However, such is the claimed performance (not to mention the similar looks, increased practicality, lighter weight and claimed increase in driving fun), that we can't help thinking McLaren's new baby is also likely to steal sales from something slightly closer to home: the £50k more expensive 650S.
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