Specifications. The success of the 675LTs, both coupe and spider, did not go unnoticed at McLaren's futuristic headquarters in the British city of Woking. If more air, more power and less weight could inject some very necessary drama into the McLaren Super Series cars, why not use the same approach to the cars of the sports series of the company? As the 650S started 675LT, the 570S became 600LT, debuting as a hardtop last summer and now as a spider (a name given to sports horse-trees without consoles in old days).
After passing the retina, you notice that 600LT is adorned with complex aerodynamic devices – carbon fiber shoots that channel the air and put it to work to smash the car on the road. It really is longer than 570S with almost three inches, and most of them behind, although the larger front splitter also adds a length. For my eyes, the Aero add-ons give the car a much more unfavorable look than the 570S, especially in the rear, which is dominated by a large, rigid wing on top and an unnecessary rear diffuser down. The revised bodywork generates a useful 220 pound (100kg) compressive force at 155km / h, although even on the track we did not get enough speed to confirm this.
McLaren has designed the Sports Series to be a convertible from the ground, so the 600LT Spider did not need any further strengthening or additional strengthening compared to the passenger compartment. The folding roof mechanism obviously adds a small weight – 110 lbs / 50kg to be accurate – but it's ok because the car still benefits from all this lightening. As a result, the balance brush is lighter (100kg) than Spider Erik's 570S was driving a few months ago. (The lightest dry weight for the 600LT Spider is 2,859lbs / 1,354kg, but with liquids and a full gas tank, you can expect to be closer to 3,100 / 1,405kg.)
The importance of saving weight is obvious from the interior. Here, by taking down the list of options, you get places because of the lack of mass and not the number of levels of power adjustment. You can say McLaren would leave the air conditioner if you really want to. Perhaps controversial, packing everything in the black alcantara, not the skin, really raises the interior of the 600LT over the 570S pedestrian. seat. I did not notice such a problem in the passenger seat and failed to test ultra-light single-carbon carbon seats (which saves 46 lbs / 21kg) for comparison.
The reduction in mass apparently improves the power / weight ratio of the vehicle; so also increases the power. The 3.8L 600LT V8 double-turbocharged V8 is another version of the M838T that powers every last McLaren other than the 4.0L Senna. In this configuration, it provides 592 hp. (441kW) at 7500 revolutions per minute, with a maximum torque of 457 pounds (619Nm) from 5,500-6,500 revolutions per minute. (This is called 600LT because it makes 600 metric horsepower.) The wider air intake helps in this respect as well as the loose, light exhaust system that now comes out of a pair of tubes just in front of the rear wing. And yes, the carbon fiber of this wing is protected by a heat-resistant ceramic coating if you're curious.
The power is transmitted to the rear wheels via a seven-speed transmission with a double SSG, which, like the V8, is unique to McLaren. Among its capabilities is "over-burning mode": on a private or other suitable place, you can also turn a pair of 20-inch Pirelli Trofeo R tires into smoke just by pressing a few buttons. This is even more meaningless special ability than start-up control, especially if you pay for a new tire. But I will admit that I am baffled that I did not have time to try it … Zero to 62 km / h takes 2.9 seconds (0-60 km / h is 2.8). Zero to 124 km / h (8 km / h) takes 8.4 seconds and the top speed is 202 km / h with a roof up and 196 km / h down it. Fuel economy is estimated on 15/18/22 city / combined / highway, which is good for a car like this one.
Left on its own devices, the SSG gearbox will take its own gear with the best of them, but do not drive such a car because you want to choose the gears. Better take care of it yourself by using the levers mounted on wheels. Set up the fastest gear drive and you'll want the Sport or Track to enjoy the engine's crust right when moving up or down. Yes, this is a child's but the winged, neon supercar is hardly fine in the best times, and the added sound character over the more stable 570S is definitely one of the most effective tweaks.
Also, the work options are Normal, Sports or Path. As with previous McLarens, you can set them independently of the settings you've chosen for the drive. Honestly, I could not tell many differences on Arizona's roads. Even on the track, the ride has never been very heavy and has always been well absorbed. The car moves a little lower (-0.3 inches / -8mm) than the 570S, with stiffer front (+ 13%) and rear (+ 34%) springs, and anti-bars (+ 50% back) are much stiffer. Suspension brackets and racks are borrowed from the current Super Series, 720S (more this time next week), which also cuts off a useful £ 22.5m of the car's unstretched weight.
Escalating through operating modes strengthens dual valve adapters at every angle, also changing the interference thresholds from vehicle adhesion control and vehicle stability. Changing the mode, however, does nothing for the steering. McLaren is a bit more repulsive in that he still uses electrohydraulic power steering and the company claims the 600LT ratio is perfect. The car is very well weighted, with lots of feelings and feedback coming from the front wheels (like the rear, wearing the 600LT specific Pirelli Trofeo R tires).
deeper in the management of 600LT. Situated adjacent to Luke Air Force Base, Arizona Motor Sports Park offers a good combination of medium and low speeds with the F-35 background flying and landing often. It turned out to be agile, with a predominant change of direction and a little bustle, even when he was interrupted in a stud. I was instructed to use the curbs as much as possible to show the suspension capability, more than one of us was also inadvertently tested on a certain vest of the device there.
Even in Track, the electronic safety of the 600LT network (called Proactive Chassis Control) has a backup. It was obvious in my last few laps when Charlie (too kindly instructor) pressed another button to activate the dynamic mode. Now the car stopped flattering my driving style and revealed how I needed a more progressive application of throttle from that same fiber. I suppose my smile would only increase with more time to get to know the Dynamic car on the track, but the requirements of my airlines gave me only two-20-minute sessions.
The price of all this further refinement over the standard 570S Spider is not insignificant. This 600LT starts at $ 208,000, which sounds terrible, but it's actually quite competitive with peers like the Porsche 911 Turbo S Cabriolet or the Ferrari Portofino. If you want all the light spheres of the 600LT Spider, be prepared to cough at least $ 265,500, and you do not have too much enthusiasm in the list of options to make the first three figure. If this still sounds tempting, there is good news: unlike the 675LT, this hardcore McLaren is not limited to serial production, and up to 20% of the Sports Series in Woking can be the 600LT model in 2019