theceomagazine.com | 131Weighing in at 1,313kg, it plays from the Colin Chapman
school of weight reduction; and thanks to judicious use
of aluminium and carbon fibre, its inherent strength has
created a passenger cell that is almost impervious. Wrapped
around the carbon cell is aluminium bodywork created
via superforming, a process where metal is heated and
pressed into a mould to create these complex, flowing
shapes. And thanks to design chief Rob Melville’s ability
to draw while stuck inside a wind-tunnel, the bodywork
employs passive aerodynamics to keep the car firmly
planted regardless of speed.
Flick the left paddle to engage drive and the dual-clutch
gearbox takes up smoothly, so in normal drive mode it’s
no harder to steer than a luxury coupe. In fact, apart from
the visibility and how low you sit, you’d never know you’re
piloting a US$302,500 supercar.
The ride is excellent too. The 570S misses out on the
tricky, cross-linked hydraulic suspension that’s fitted to the
new 720S, but its adjustable dampers see to it that you don’t
feel like you’re missing out. It copes with rubbish surfaces
superbly – a McLaren hallmark if ever there was one – thus
daily driving could be a possibility. But switch the two drive
selection toggles to the right, press the Active button, and
the car changes personality entirely.
Suddenly, it’s a rabbit that’s been over-caffeinated,
twitching its nose, ready to dart in any direction, and almost
impossible to catch. The steering feels sharper, the
suspension becomes rock hard, the throttle responds
to any flex of the right foot, and the exhaust note becomes
more urgent.
Hit your first corner in anger and the McLaren shows its
true party trick – converting G-forces into grip. With a clever
torque vectoring system, the 570S brakes the inside wheel as
you turn, causing it to yaw without the associated roll that
physics dictates. Despite the front tyres being only 255s, it
never approaches understeer (or oversteer, for that matter);
rather, its balance is extraordinarily neutral. That said, with
562bhp on tap, it’s happy to slide if you’ve got the room
(and the cajones) to explore.
Like a trained surgeon with a scalpel, it carves up corners
in a way that puts its rivals to shame. There’s no doubt, if you
want to demolish a hill climb or slice through a mountain
pass, the 570S will show you what the word ‘fast’ means.
But in daily life, it doesn’t impress as much. The
infotainment menu lets this car down, specifically the sat
nav. It’s far too slow to react to where the car actually is,
meaning you’ll have missed the turn you were after or picked
the wrong lane before it splits off to your destination.LIKE A TRAINED SURGEON WITH A SCALPEL,
IT CARVES UP CORNERS IN A WAY THAT
PUTS ITS RIVALS TO SHAME.The interior is also very plain. Sure, you can option
it up with contrast stitching and a few more speakers
for the stereo (it comes with just four as standard), but
there’s just no ‘wow’ factor. McLaren could learn a
thing or two from its competitors when it comes to
making a car feel worth its value when you step inside.
If speed is your thing, then the 570S ticks all the
boxes. But a supercar is a reward, a gift to yourself. Part
of the charm is the X-factor, the intangibles that make
you feel justified dropping US$300K on your
transport. McLaren has road presence nailed, but when
someone says ‘nice Lambo’, it’s a double-edged sword.
McLaren still has a way to go to put itself in the
collective consciousness of the public. No-one doubts
it will go fast, but a supercar needs to feel special
from the moment you open those fancy doors to
the moment you arrive at your destination. After all,
we’ve moved on from the one-trick pony.Motor torque | INDULGE