Image Gallery

Exterior Styling

The letters “LT” are important in the world of McLaren. They stand for “Longtail”, and that is a badge given to the most performance-focused models. Traditionally they had, well, long tails. This was to improve aerodynamics and downforce, to maximise performance on track.

Nowadays the LT badge is more symbolic – it is given to the cars which have been enhanced and improved to be better on track. That being said the 600LT Spider you see here is still longer than the 570S on which it is based. It is a whole 74mm longer, thanks mostly to the prominent air scoops at either corner of the front bumper.

In any event the 600LT Spider is, in my view, one of the prettiest McLaren’s ever made. The proportions are just perfect. Where the 720S was a little long, and felt big from the driver’s seat, the 600LT Spider is most compact, and feels inherently more nimble and agile as a result.

At the front, the headlights are shaped like the McLaren Logo. You are drawn to the huge air scoops at first, but on closer inspection there are several subtle lines and ridges, designed to direct airflow around the side of the car. It’s a beautiful thing.

To the side the 600LT Spider gets 19-inch wheels at the front and 20-inch wheels at the rear. There are huge scoops to shovel cold air into the mid-mounted twin-turbo V8, and prominent side skirts. Dihedral doors are signature McLaren; as impressive as ever.

At the back the exhausts have been shortened from the 570S –exiting the top of the engine bay. There’s a fixed rear wing, a large rear diffuser and several vents to allow for heat dissipation. The tail lights are actually thin strips – the inner section is a mesh for ventilation.

Interior Finish

The interior of the 600LT Spider is as focused as the exterior aerodynamics. On the whole the design is minimalistic – there are few distractions for the driver. You immediately notice the lack of buttons, which makes it easier to find the ones you actually need.

As standard there is a lot of alcantara in the cabin. This not only looks purposeful, but has the benefit of reducing glare which can be invaluable when pushing hard on a track. This car, however, had the optional Leather LT interior in two-tone black/orange.

The craftsmanship in the tailoring of the interior is to be admired, and there’s a certain feel of luxury that alcantara just doesn’t give. Given that this particular car is heading to McLaren’s heritage fleet, I can absolutely see why it was configured this way, with an interior that compliments the Vermillion Red exterior. But, if it was my money, I’d still keep the standard alcantara.

One option I definitely would choose, however, is the carbon fibre racing seats. They are super lightweight, and consist of a carbon shell with leather-clad pads stuck on for a bit of comfort. Now known as the ‘Senna’ seats, they are a centrepiece befitting of this magnificent car.

The portrait infotainment screen is easy to glance at, whilst the Active Dynamics panel on the centre console is easy to operate by feel alone. This area is also where the engine start button, window and roof switches are located.

The digital driver display has several interfaces, and can display plenty of information such as powertrain status, tyre pressures and temperatures. The flat-bottomed steering wheel has plenty of reach/rake adjustment to get it positioned as you wish. I was able to set it closer to me and lower in my lap, which felt perfect.

Engine/Performance

The beating heart of the 600LT Spider is the M838TE engine; a 3.8-litre, twin-turbocharged V8. It is mid-mounted for weight distribution, and sends power to the rear wheels only.

Reading the performance data of the McLaren 600LT Spider feels very much like a game of Top Trumps. And, with this card, you’re going to win a lot of rounds. Power is 600PS, with 620Nm of torque.

From resting, you will hit 62mph in 2.9 seconds, 124mph in 8.4 seconds and ultimately a top speed of 201mph.  A standing quarter mile takes 10.5 seconds. And from behind the wheel it feels every bit as fast as the figures suggest.

A firm stab at the loud pedal results in a momentary wait while the turbos spool up then you are hurled towards the horizon at a frightening pace. Once moving, with the turbos at full boost, the surge is relentless. It pins you back in your seat and your peripheral vision becomes a blur.

One of the key features of the 600LT Spider is the exhaust system. Instead of exiting at the bumper, like the 570S, they are located right on top of the engine bay. A shorter exhaust system saves weight.

It also means that the pipes are about 3 feet from the back of your head. So when you lower the roof, or the rear window, the soundtrack is like nothing else I’ve ever experienced. People sometimes criticise McLaren’s for an underwhelming soundtrack. Not this one.

Push hard and it feels like the V8 is screaming angrily, directly into your ear drums. You get to enjoy every tantalising pop and crack on gear change, thanks to ignition-cut shifting technology on the SSG gearbox. It is a sensory delight, in a way that the coupe would not be.

Ride/Handling

The other advantage of having the exhausts on top of the engine is that it frees up space in the bumper area. This allows the 600LT Spider to have a very aggressive rear diffuser, helping to generate downforce and stick the car to the road.

It’s this kind of detail that highlights the ethos of ‘LT’. The aerodynamic package on the 600LT is that little bit more extreme, designed to eke out the extra few miles per hour in every corner that add up to a big difference on the track.

And despite looking like quite a large car, the 600LT Spider weighs 1,297kg. Consider this – the 600LT Coupe weighs from 1,247kg. So even though it has a hard-top roof, with electrical operation, the Spider is only 50kg heavier, which is a remarkable feat of engineering.

And ultimately it means the 600LT Spider feels light, and nimble. The electro-hydraulic power steering lets you know what the front wheels are doing on the road; it has proper feel. What’s more, it is direct to the point where you can aim the McLaren at every apex, and hit it perfectly every time.

Grip is excellent thanks to 225-section front and 285-section rear tyres. You can choose between Pirelli P-Zero or P-Zero Trofeo R tyre, of which my car had the former. You also get independent adaptive dampers and double-wishbone suspension, the characteristics of which can be altered using the Active Dynamics panel.

Braking power comes from a carbon ceramic setup – with 390mm discs and 6-piston caliper at the front, 380mm and 4-piston caliper at the rear. There is good feel in the brake pedal, and they are progressive enough to cope with low-speed gentle braking.

Economy

There isn’t much to say on the economy of a McLaren 600LT Spider. Whether I said it does 5mpg or 55mpg is likely to make zero influence on anybody’s decision to buy one or not.

Nonetheless, in the interests in a consistently thorough review, I will say what few things there are to say about the subject.

The combined fuel consumption on the WLTP cycle is 23.2mpg. And whilst any spirited driving will see this drop sharply – into single figures, at times – it is also possible to exceed this quoted figure.

Take my journey from Woking, where I picked up the car, to Lancashire, where I live. A 250-mile trip where I took my time and just enjoyed getting to know the car. On that journey it averaged 31.3mpg which, I’m sure you’d agree, is pretty impressive.

The 600LT Spider has stop/start technology, and that 7-speed SSG gearbox is very eager to shift up in Normal mode. You can nip through town at tick-over; the engine is comfortable throughout the rev range.

CO2 emissions are 276g/km, again on the WLTP cycle. That’s not half bad when you consider that this is a 200mph+ machine.

Since the McLaren is slightly over the £40,000 threshold (okay, not slightly. The options on this car alone were over £40,000…) you will pay the VED surcharge in years 2-6. But I dare say that anyone with £250,000 to spend on a car will be able to find the extra £335 a year.

Practicality

There is an assumption – and, for the most part, an understandable one – that supercars are inherently impractical. They are hard to get in and out of, have zero visibility and are generally unpleasant in stop/start urban traffic. That’s before you even consider the lack of storage space, astronomical depreciation and eye-watering running cost.

But don’t tar them all with the same brush. Especially not the 600LT Spider because, considering this is as focused a performance machine as you will find, it handles everyday life extremely well.

Luggage space is at a bit of a premium. The front storage compartment can hold 150 litres, which is just about enough for a couple of overnight bags. In addition, there is storage underneath the tonneau cover behind the seats. This must, however, be empty if retracting the roof, so is best not to be relied upon.

As for life on the road, the Active Dynamics panel really allows you to dial back and wind up the 600LT Spider as you see fit. So when driving through town with the powertrain and handling both in Normal mode, it is pretty well-behaved. Gentle acceleration is manageable, and the gearbox works exceptionally at low speeds, keeping the revs at little more than idle.

Inevitably you will come across speed bumps, or awkward road cambers that could usually stop a supercar in its tracks. But providing you have the Security Pack, and can therefore raise the nose, the 600LT Spider is able to continue down the road.

Visibility is also great in this car. The strength of the carbon fibre chassis allows for a low scuttle and large windscreen, which gives the driver an excellent viewpoint of the road ahead. The rear-view camera also helps when manoeuvring or parking.

Equipment

Whilst there may be an abundance of personalisation options available on the 600LT Spider, many of these are stylistic; paints, wheels, interior trims and materials for example. The standard list of equipment is – as you’d hope for a car like this – quite extensive.

On the infotainment front, all cars get the 7-inch, portrait touchscreen system which has satellite navigation, buetooth connectivity, on-board memory and voice control. You also get McLaren Track Telemetry (MTT) with lap time function – great for those looking to take their 600LT Spider on track for some ultimate thrills.

Driver assistance comes in the form of anti-lock braking system, dynamic electronic stability control, traction control, hill hold assist, brake assist and cruise control. Because you have many different settings available through the Active Dynamics panel, none of these assist systems ever feel like they are spoiling the driving experience, which contributes to the communicative feel in the 600LT Spider.

Keyless entry and go is standard, as is an immobiliser and alarm with tilt sensors. And whilst Euro NCAP don’t test cars like this, occupants can be assured by front and side airbags, in addition to the strength of that carbon fibre chassis.

The headlights and taillights are full-LED, the door mirrors are electrically-adjustable and foldable, and the hardtop roof can be retracted and raised electrically.

In addition to the visual upgrades, this car benefited from a 12-speaker Bowers & Wilkins audio system, soft close doors, power-adjustable steering column with comfort exit/entry and the Security Pack. This comprises vehicle lift, front and rear parking sensors, rear view camera and car cover. It is an essential option in our opinion, the ability to raise the front of the car is invaluable.

Value For Money

The concept of value for money is a strange one when it comes to cars like the McLaren 600LT Spider. Generally speaking, supercars are not designed to offer value, they are designed to offer the pinnacle of motoring to those who can afford them.

That’s why you often find a much higher degree of customisation available on these cars, allowing the individual to get the exact specification they desire. Ironically it is the value of these extras that lost on resale since they are so individual. One man’s carbon fibre is another man’s coffee cup.

Anyway, on to the specifics of this McLaren 600LT Spider. The starting price of this car is £201,500. But with the array of options fitted to this car, the price as tested is an eye-watering £249,840. And it is a hefty £29,380 of those extras that relate to carbon fibre.

The result is one of the lightest configurations of the 600LT Spider. It’s also one of the most visually-appealing, with all that beautiful carbon fibre everywhere.

With modern supercars, it’s hard to know the ones that will appreciate in the future. Perhaps nobody at the time thought that the iconic McLaren F1 would become worth what it is today. Again, though, most people aren’t buying these cars to make money.

All that being said, the McLaren 600LT Spider represents a great buy. In terms of what it offers as a driver’s car, there is a level of communication here that is rarely found elsewhere. It is also achingly beautiful, proudly British and loved by petrolheads everywhere.

In a world where internal combustion is on a very limited shelf life, this may go down as the last of its kind. And you can’t put a price on that.

Facts and Figures

The post REVIEW – McLaren 600LT Spider appeared first on Simply Motor.

Image Gallery

Exterior Styling

If you’re reading this, then you’ve managed to stop scrolling through the pictures above. Which is rather hard to do, because the McLaren 720S is an achingly beautiful car. And so it should be. Supercars have long been the pin-up, poster boys of the automotive world, and the 720S fits right in.

The design ethos at McLaren is a simple one: “everything for a reason”. That means there are no superfluous bits of trim or, god forbid, fake air vents. Every curve and every vent is there to direct the air a certain way.

That results in an almost sympathetic beauty; letting the functionality of the design shine through without screaming “look at me”. But don’t for one second think that the McLaren 720S is inconspicuous. You will attract attention wherever you go: get used to it.

At the front the headlights are slim, so as not to obstruct air flow to the vents into which they are incorporated. Channels either side of the bonnet guide air into the huge side air intakes.

Those side intakes are reasonably well hidden; lying on the inside edge of the doors. That allows for clean door lines which gives the McLaren 720S a distinct sleekness.

Several wheel choices are available. Our test car having a bright silver lightweight forged design; 19-inches at the front and 20-inches at the rear.

Dihedral doors are a McLaren signature, and a tremendously cool one at that. Opening the door is a statement, and there are few prettier sights than a 720S with its doors open.

At the rear there is a spoiler which lies flush to the body work, but raises at higher speeds. Just below this are two purposeful exhaust pipes. A large diffuser completes the striking, and aerodynamic, exterior styling.

Interior Finish

Upon opening those dihedral doors, you are greeted with an opulent and stylish cabin that entices you to climb in and get comfortable.

Being the Luxury specification, this particular McLaren 720S was finished in lashings of leather. The colour scheme is black and cassis. It’s quite a bold choice, but it adds a level of sophistication to the cabin. There’s a clear distinction to the Performance specification cars which feature alcantara instead.

The interior design mirrors that of the exterior in that it is purposeful and somewhat minimalist. Everything is there to do its job effectively without adding unnecessary features or trim.

There are very few buttons in the McLaren 720S. The majority of features can be controlled via the 8-inch portrait-oriented touchscreen and adjacent twist dials in the centre of the cabin. It is also angled slightly towards the driver to boost ergonomics.

The centre console is as slim as the headlights, incorporating the engine start button and gear selectors. There are no buttons whatsoever on the steering wheel. There are, however, oversized fixed gear shift paddles behind it.

I must also mention the instrument cluster. It’s a fully digital setup with various different display options. But it hides a very ‘James Bond’ feature. At the push of a button it retracts, leaving only a linear rev counter and digital speedometer.

The build quality is excellent, and that’s especially complimentary for a hand-built car. Everything is solidly put together, using the finest materials. There was not a rattle to be heard in the cabin.

What’s most surprising is how light and airy it is. You could think that a supercar would be dark, and cramped, but a strong – and light – carbon fibre monocage allow for thinner pillars and larger windows.

Engine/Performance

Providing the supercar thrills in the McLaren 720S is a 4.0-litre, twin-turbo V8. This longitudinal, mid-mounted power plant has a simply astounding set of performance figures.

The ‘720’ part of this McLaren’s name is a nod to the power output of 720PS. Torque is a rather impressive 770Nm. Purists will be pleased to hear that this power is sent solely to the rear axle.

So let’s get to the good bit… acceleration. Because I’m not exaggerating when I say that the McLaren 720S is mind-bendingly fast.

0-62mph takes a blink-and-you’ll-miss-it 2.9 seconds. It gets better. 0-124mph is dealt with in 7.8 seconds, and 0-186mph takes 21.4 seconds. Keep pushing and the 720S will top out at a truly supercar-worthy 212mph.

There’s an Active Dynamics panel next to the touchscreen, which allows the driver to separately adjust powertrain and handling characteristics. There are three settings for each: Comfort, Sport and Track.

The gearbox is a 7-speed dual-clutch automatic, which McLaren calls Seamless-Shift Gearbox (SSG). In Comfort mode it is true to its name; you barely notice the gear change.

In Sport and Track modes, the shifts are more aggressive. That makes you want to select manual mode and use the oversized paddles to change gear. The instant responsive to inputs creates a truly immersive experience. The paddles are also multi-directional, meaning you can push the ‘up’ paddle to downshift, allowing for one-handed shifting.

The two twin-scroll turbochargers contribute enormously to the blistering performance, but there’s a niggling feeling they also hamper the engine note. Don’t get me wrong, with the (optional) sports exhaust, the McLaren 720S is certainly loud enough to turn heads. But there are nicer-sounding cars out there, with more theatrical soundtracks.

Ride/Handling

Handling characteristics are easily adjusted via the Active Dynamics Panel. The McLaren 720S comes with double-wishbone suspension and adaptive damping, so the difference between Comfort and Track modes is distinct and noticeable.

The 720S is not designed to be a GT car: there’s the McLaren GT for that! Nonetheless, it handles a motorway drive well – being able to quieten the exhaust and soften the damping really helps.

Steering is an electro-hydraulic setup, with an incredible amount of feel. You can tell exactly what the front wheels are doing, and feel well-connected to the chassis as a whole. Directional changes can be made with pinpoint accuracy thanks to the direct steering.

At the core of the McLaren 720S is a carbon fibre “monocage” – carbon fibre tub, pillars and roof – that’s both rigid and lightweight.

The rear spoiler – if left to its own devices – raises at higher speeds to improve downforce and traction at the rear. For posing, you can raise it manually.

Stopping power is impressive. The McLaren 720S has a carbon ceramic braking system, with 390mm discs and 6-piston calipers at the front and 380mm discs and 4-piston calipers at the rear. At higher speeds, and under hard braking, the rear spoiler flips up to act as an air brake.

There is, however, an issue with the brakes. When you feather the brake pedal, not a lot happens. Press a little harder, and the car stands on its nose. Some refinement here would be welcomed.

The 720S comes with Variable Drift Control. This allows the driver to select the degree of playfulness they want from the back end. But ‘drifting’ seems to go against the essence of 720S: a lightweight car with 42%/58% weight distribution and faultless handling. Variable Drift Control is false. The McLaren 720S is pure.

Economy

It’s not unreasonable of me to expect this section of the review to be wholly irrelevant. Let’s be honest: when you’re considering supercars you care a lot more about miles per hour than you do about miles per gallon.

Nonetheless, any fair review of a vehicle must consider all aspects, so I will touch on economy. It is, as you would expect, nothing to be overly thrilled about.

Combined fuel consumption is 23.2mpg. That may not sound like a lot, but in the world of 200+ mph cars it’s about as much as can be expected. On a leisurely motorway cruise we saw figures above this, which was a pleasant surprise.

It has to be said that any spirited use of the accelerator pedal will result in the consumption taking a hit. Put it this way: you can soon find yourself in single figures.

CO2 emissions of 276g/km (NEDC-equivalent) are surprisingly low considering the size and power of the engine. To put that in perspective, a Subaru WRX STi Final Edition emits 252 g/km…

VED is £2,135 when you purchase the car, and £145 thereafter – plus the £320 surcharge in years 2-6. The initial rate sounds a lot, but once absorbed into the price of the car (more on that a little later) it’s barely a drop on the ocean.

You may be surprised to learn that the McLaren 720S features start/stop technology. On the one hand, it lacks subtlety. You can’t quietly start a McLaren 720S. On the other hand, you get to listen to that 4.0-litre V8 roaring into life several times on every journey.

Practicality

Supercars are renowned for being difficult to live with. Difficult to get in and out of, awkward to drive slowly in traffic, impossible to see out of, a nightmare to park and with no room for any belongings.

Cue the McLaren 720S, to obliterate these pre-conceptions and show you that it is not only possible to live with a supercar, but enjoyable too.

The aforementioned dihedral doors are not just great for posing: because they open into the roofline they make it much easier to step over the extremely large door sill and clamber on board.

The SSG gearbox in the McLaren 720S is effortless in traffic. At slow speeds, in comfort mode, it keeps going up the gears, keeping the engine revs to little more than idling. Throttle response is gradual, making it easy to drive through the local village at a crawl.

I mentioned earlier that the lightweight carbon fibre monocage allows for thinner, lighter pillars. That means the McLaren 720S is very easy to see out of indeed. The windscreen is large, and there is loads of glass behind you.

Parking isn’t actually difficult, thanks to the visibility and gradual throttle response. Chances are, by the time you pick a spot to attempt a parallel parking manoeuvre a small crowd will have formed. So no pressure. A 360-degree camera is helpful, but doesn’t come standard.

Lastly we come onto roominess. There are two main storage areas in the McLaren 720S. The front loadspace – under the bonnet – holds 150 litres. That’s enough for a couple of overnight bags or a few shopping bags.

The rear deck, behind the driver, holds a further 210 litres and even comes with a luggage strap to secure bags. You could certainly pack enough for a weekend escape.

Equipment

Equipment levels are generous on the McLaren 720S. In a way, they should be. There’s hardly room for scrimping with a car costing over £200,000. But then again the 720S is lightweight, so mustn’t be overloaded with heavy technology and creature comforts.

The McLaren 720S Luxury finds the perfect balance for this. It may only weigh 1,283kg but it has plenty to make your life easier.

Keyless entry and go means the keys can stay in your pocket. For further security you get an alarm with tilt sensors, which can detect if somebody is trying to lift your car away.

There are a host of driver assistance systems, from the simple anti-lock braking and traction control, to the more exotic Variable Drift Control, brake disc wipe and brake pre-fill.

On the infotainment front you get what’s called the McLaren Infotainment System. This revolves around the 8-inch portrait-oriented touchscreen and the folding digital instrument cluster. You get voice control technology in addition to Bluetooth, USB and Aux connectivity.

Safety is also important. The McLaren 720S has driver and passenger airbags (front and side). The passenger airbag system is a clever one, too. It can detect whether there is an occupant or not, switching the airbag off when the seat is empty. But it goes a step further than that. It also knows if there is a car seat being used and, if there is, deactivates the passenger airbag automatically.

Being the Luxury specification, this McLaren 720S has a leather interior, electrically-adjustable seats with memory function and interior ambient lighting.

Other notable equipment includes dual-zone climate control, soft close doors, folding door mirrors, full LED exterior lights including engine bay ambient lighting, and cruise control.

This can be further enhanced by options, which we’ll come on to next.

Value For Money

The basic price of the McLaren 720S is £215,000. In Luxury specification that price rises to £224,990. But there’s much more to the story than that.

Owners want to put their own flair on cars like this. Which means that customisation options on the McLaren 720S are seemingly limitless.

There’s an expansive palette of exterior colours, several choices of interior colour scheme, and many different wheel options.

You can choose whether to have Gorilla Glass in the upper door. This brings more light into the cabin, and is a wonderful touch. But it comes at a price of £3,190.

Rather oddly, there is an optional sports exhaust. Why this is optional on a supercar is beyond me, but it is. A £4,900 one at that.

The in-car entertainment offering can be enhanced by a £3,640 12-speaker Bowers & Wilkins sound system. When you give up listening to that V8, you’ll be pleased with the crisp, clear sound from this system.

The aforementioned 360-degree camera system is a godsend when it comes to parking. It’s worth every penny of the £4,720 price tag, even though that’s more expensive than on ‘normal’ cars. Vehicle lift is a relative bargain at £2,200 when it comes to protecting the front splitter.

£1,420 is excessive for an electric steering column, there are no two ways about it.

There aren’t enough words in this review to cover the carbon fibre options. Pretty much every element of trim – inside and out – can be upgraded to the stuff. And it doesn’t come cheap. An example? £3,550 to upgrade the steering wheel, and £6,170 for the rear diffuser.

My press car showed some degree of restraint with this customisation, and it tipped the scales at £281,960. At that level, depreciation prospects would be giving me sleepless nights.

Facts and Figures

The post REVIEW – McLaren 720S Luxury appeared first on Simply Motor.