• Home
  • sports-car
  • McLaren 600LT (2018): 600 hp sports car on the racetrack

McLaren 600LT (2018): 600 hp sports car on the racetrack

McLaren 600LT (2018)
Subscriptions & booklets
  • price, Market launch, technical data
  • driving report
  • Conclusion

Sure, a new M cLaren must be stronger, faster, better, lighter than its predecessors. For marketing reasons alone. In the case of the new 600LT, however, this has to be limited. The sports car is said to be the new king in McLaren's Sports Series. This is what the manufacturer, based in Woking, calls its entry-level series. The 600LT is enthroned above the 570S (Coupé & Spider), 570GT and 540C. But not over the 720S or even the Senna.

600 PS and 620 Nm meet in the 600LT to a dry weight of 1,247 kilograms. For this, McLaren's special department has to manufacture roof and roof railings from carbon fiber. Another option is the carbon fiber front wheel arches with vent gills. A 570S weighs 1,344 kilograms dry, i.e. 97 kilograms more. Let's go back to the McLaren 675LT, which sport auto tested twice. At the time, McLaren spoke of a weight diet of 100 kilograms versus a 650S. In the first test, only 31 kilograms were received. The second is 72 kilos.

A 3.8-liter twin-turbo V8 with 600 hp and 620 Nm rages in the rear.

The 600LT should sprint from 0-100 km /h in 2.9 seconds, the 200 km /h mark should be after 8 , 2 seconds to be reached, 300 km /h fall after 24.9 seconds. The maximum speed is specified with 328 km /h, the maximum downforce level with 100 kg at 250 km /h. The 570S sprints from standstill to country road speed in 3.2 seconds and to 200 km /h in 9.5 seconds. And here are the data from a competitor, the all-wheel drive Porsche 911 Turbo S (205,133 euros) with 580 hp and 750 Nm. It zooms in to 100 things in 2.9 seconds and to 200 things in 9.9 seconds. A carbon-ceramic brake system with lighter calipers and a new brake booster should bring the 600LT from 200 km /h to zero in just 117 meters. Tempo 100 is completely reduced after 31 meters.

The driver of the new McLaren sits on carbon racing seats with an Alcantara cover. McLaren can optionally install the seat shells from the Senna. Like the 675LT, of which there were 500 Coupés and 500 Spiders, McLaren also limited the production of the 600LT - but how much was not communicated. With optional Clubsport and Clubsport Pro Packs from McLaren Special Operations (MSO), customers get even less weight and even more track focus. The MSOAs with the McLaren Senna, Clubsport Pack offers an extended carbon interior, a carbon roof, carbon C-pillars, carbon fender lamellas in a glossy finish and titanium wheel bolts. The MSO Clubsport Pro Pack also includes a roll bar and 6-point belts for use on the racetrack in black, blue, red or McLaren orange.

The first cars will be handcrafted from October. Production ends after a year. And what does the good piece cost? 230,000 euros including VAT. Racetrack training is included in the purchase price. Well then, off to the McLaren dealer ...

Editor Thomas Hellmanzik drives the McLaren 600LT on the Hungaroring.

More precisely: In the 3.35 kilogram light Optional seat from the McLaren Senna, which is only upholstered with thin Alcantara pads. Is it adjustable? You can move it, that's it. Even though the backrest is inclined significantly more than that of a Porsche bucket seat, for example, the ergonomics fit here with millimeter precision: the steering wheel even has to be pushed in a little. Such a long steering column adjustment range is rare. So, mirror adjusted, now everything is fine. Then with a lot of pressure on the brake pedal - otherwise the V8 won't start at the rear.

On the Hungaroring, we start right where the air presses the 600LT most strongly on the asphalt: at 250 km /h at the end the 788.9 meter long start-finish straight. It should be 100 kilograms of downforce. “Can you feel the improved stability on the brakes?” Asks my instructor in the passenger seat. Hmm The 570S did the same exercise a little slower. But nervous on the brakes? Nope. The harder pedal tuning with the new one can be seenBrake booster - and that the perfect braking point with this brute deceleration is even further behind the 200-meter shield. The additional steering grip is just as clear when you turn towards the top. And then the performance plus in the direction of the bridge: what feels like more traction, definitely more thrust, no doubt louder exhaust gas theater.

The exhaust system roars brutally.

The 301 millimeter long top exit system screams super sports cars, hisses the super plus exhaust gases in at shoulder height Towards the sky - and yells a heavy sound under your helmet. The three-eighth biturbo turns like crazy: 620 Nm at 5,500 to 6,500 tours, 600 hp at 7,500 rpm. Under the bridge there are already over 200 on the clock in the fourth wave ... as the device pushes! Now brake hard, pull the left seesaw twice. The seven-speed double coupler feels like it hits the gears at PDK speed before it goes down the sharp left bend. In the, you can tare the maximum tire grip after a few laps, because the steering, which is still electro-hydraulically supported despite the weight disadvantage, clearly communicates the limit of grip of the front axle. And that's immense, because a normal street P-Zero is just a free option. The test car is on the standard equipment: P-Zero Trofeo R sports tires.

Fast as an arrow, precise, relaxed

If you still overload the Pirellis in the described T3, the LT pushes gently over the front axle. Too much speed in the faster corners sometimes leads to the rear axle breaking out easily. By the way, McLaren still doesn't want to have anything to do with limited slip differentials - they find them far too difficult. The English prefer to distribute the torque via brake interventions, calling the well-known concept “brake steer”. You don't notice the interventions when they happen. Because the 600LT remains so neutral when driven cleanly that the building of trust is complete after the second lap. Turning on the brakes? No problem. Slowly slow down the bend? Even with this he does not make any mid-engine stops. You can also pound the curbs on the Hungaroring with great pleasure without fear of critical consequences. The long tail wobbles with theTight setup doesn't feel like it is at all, it only dips slightly on the brakes. Still, the chassis never bludgeons control from the car.


Leave a reply

Name *

Most Read

The Role of Suspension and Steering in Vehicle Safety

The Top Blunders to Sidestep When Buying a Used Car

Choosing the Right Financing for Your New Car: A Comprehensive Guide

Leveraging Technology To Enhance Your NASCAR Fan Experience

Featured Posts

Miss Tuning Calendar 2018: All motifs

Pirelli loudspeakers: wind tunnel tires for a great look (2018)