McLaren 570GT 2016 Review

McLaren 570GT
International Launch Review
Tenerife, Spain

McLaren has added a ‘Touring Deck’ to the back of its 570S to create the 570GT -- a slightly more practical, softer-edged, more refined 'gran turismo'. That’s all relative though, as it's powered by the same 3.8-litre twin-turbo V8 and is only marginally less sharp than its 570S relation. It’s a sensationally fast, engaging drive that benefits more from the design tweaks than added practicality.

It was in the pit lane of Portimao's Algarve International Circuit in October 2015 that I told McLaren Product Specialist, Pete Sell, that my only complaint with the design of the then-new 570S was that it's a bit fussy around the rear.

It seems McLaren was listening, or in reality someone else had much the same thought before me at McLaren.

Even for a company with its roots in the fast-paced development of F1, adding a new rear ‘Touring Deck’ – and developing and validating the aerodynamic revisions it brings with it -- isn’t the work of a moment.

Revealed at London’s exclusive Hurlingham Club in January, we’re driving the new 570GT in May, and unlike the launch of its 570S relation, there’s not a track in sight.

It seems McLaren is serious about its GT moniker, so unlike every McLaren launch before it there are no painted kerbs, run-off areas and pit lanes. Compensation for that comes in the form of Tenerife’s roads, instead.

The Spanish holidaymaker’s island might not spring to mind as a natural place to launch a GT car to the media. After all, automotive press launch law number one dictates that GTs must be driven exclusively to the south of France.

But given the volcanic island’s sensational scenery -- and more specifically the TF-21 that follows the contours around Pico del Teide, the volcano that’s given birth to the island itself -- we’re not complaining.

Nor, today, are we bending Sell’s ear about how the 570GT looks, except perhaps to say it’s beautiful. The Touring Deck, ostensibly added in a bid to add to the 570GT’s practicality, does indeed add some interior space -- 220 litres more if you care.

You can use the side-hinged glass hatch to access it, though those 220 litres aren’t hugely useful, particularly if you want to see out the back.

Still, it makes for a lighter, more spacious feeling cabin, aided by the standard fitment of a fixed panoramic glass roof. Regardless, all the changes add up to a far more cohesively styled Super Series car from McLaren.

With the 570S' flying buttresses gone, the changed shape required a cool spoiler flourish along the trailing edge of the rear, and the 570GT is far more elegant than its rather busy looking relation.

There’s more body, rather than contrasting, colour to the detailing, too. The effect is not transformative, but it’s undeniably a subtler look; and to think we criticised McLaren’s earliest road cars for being a bit too generic.

With the 570GT they’ve absolutely found their form, though likewise, some love how the 570S looks, so the 570GT adds choice and that’s a good thing.

Where that choice does become limited is in the 570GT’s make-up. The badge doesn’t just bring a softer, more restrained look, but changes to reflect the GT nature.

McLaren sees its natural rival as the Porsche 911 Turbo, as opposed to the 570S’ Audi R8 V10 Plus key competition. It's still crazy-quick then, only a bit more user-friendly, or practical -- as much as a mid-engined 419kW bi-turbo V8 rear-wheel drive car can be described so.

The steering, to better suit McLaren’s thought that customers will more readily use it for fast, sustained driving, brings a two per cent change in its ratio. McLaren says that makes it a little less edgy than the 570S, in which the steering is one of its defining characteristics.

The 570S steering is quick, incisive and unerringly accurate. The GT’s doesn’t feel too far removed, which is hardly surprising, even given McLaren’s changes.

It’s still sharp, if not quite as immediate, though there’s no loss in feel. McLaren’s persistence with a hydraulic steering set-up, as well as the 570GT’s super-stiff MonoCell II carbon-fibre structure, helps create that.

The various driver settings have been tweaked, too. The ESC is earlier in its action, quelling output to the rear wheels notably more quickly, to the point where it can feel a bit flat when exiting bends, almost as if you’re struggling with lag from the bi-turbo V8 engine.

Selecting ESC Dynamic -- only possible when the drive mode is in either Sport or Track handling modes -- transforms the 570GT, the full force of the 3.8-litre engine more readily accessible, the chassis’ inherent balance more easily exploited.

The many setting choices bring with them a degree of frustration. The changes they make are marked, but it's a shame there’s no shortcut button -- like a BMW M button – allowing quick access to your preferred, fast choices, or back to your more laid-back pick.

Drive it around in automatic and the SSG seven-speed auto is smooth and quick-witted. As good as it is, though, we cannot conceive any situation other than very heavy traffic where you’d leave it to its own devices.

Traction levels are high, though the easily-read limits allow as much yaw as you feel comfortable with when cornering in ESC Dynamic mode. The poise it offers with more free-rein electronic thresholds is remarkable, which allied to steering that’s rich in feel, makes for a car that feels not too dissimilar to a 419kW Lotus Elise.

There’s the same deftness of touch, and a remarkable ability to smother poor tarmac. But the 570GT’s ride quality is deeply impressive too, with front and rear spring rates tailored for a slightly more cosseting ride, via a reduction of 15 and 10 per cent respectively.

So while there’s focus with a GT bent, we must admit we missed the 570S engine and exhaust, both of which are dialled back a bit in the 570GT.

As standard the GT features iron discs, though all the launch cars were on the optional carbon-ceramic stoppers to cope with the abuse they’ll be dealing with over the course of the launch.

Like the 570S there’s no questioning their stopping power – or their resistance to fade, either -- but we’ll be interested to drive the 570GT on its standard brakes sometime soon, given the rest of the changes to the 570GT have done little to really rob the 570GT of the intensity of its more sporting 570S relation.

Thing is, as sensational as the 570GT might be, the fact the 570S reaches 100km/h 0.2 seconds sooner in 3.2 seconds and is a bit louder and sharper -- and costs more than $25,000 less -- makes us feel a bit short changed.

Seeing as you were listening the last time I asked for something, how about a 570GT with 570S steering, suspension and ESC? You could call it 570GTS, too… Make that, and it’d be just about perfect.

2016 McLaren 570GT pricing and specifications:
Price: $406,800 (plus on-road costs)
On sale: Late 2016
Engine: 3.8-litre twin-turbocharged petrol V8
Output: 419kW/600Nm
Transmission: Seven-speed SSG automatic
Fuel: 10.7L/100km (EU Combined)
CO2: 249g/km (EU Combined)
Safety rating: Not tested

Also consider:
>> Porsche 911 Turbo S (from $384,900)
>> Audi R8 V10 Plus (from $407,810)
>> Ferrari California T (from $409,888)