Обзор McLaren 600LT 2018

Обильное облегчение McLaren 600LT для скорости

Logtail – длинный хвост, увеличивающий размеры автомобиля. Именно такие модели на основе существующих стал делать McLaren. Первым суперкаром стал 675LT, теперь дело дошло до 600LT, представленной в Гудвуде. Это доработанная версия 570S, которая стала самой дорогой и самой быстрой в семействе Sport Series, что вызвало обильный интерес публики и потенциальных покупателей.

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Инженерные изменения внешности

На углепластиковый монокок теперь устанавливаются композитные панели вместо алюминиевых для облегчения веса, которую мы обсудим позже. Спереди установили другой сплиттер, поменяли пороги на более массивные, увеличили размер диффузора и форму спойлера. Также переехали трубы выхлопа на крышку моторного отсека.

Суперкару достались более легкие колеса (225/35/R19 спереди и 285/35/R20 сзади) на резине Pirelli P Zero Trofeo R.

Кажется, что остальные детали остались прежними, в реальности 23% кузовных элементов собственные.

Это как раз дало приставку «LT» ведь за счет обвеса длина увеличилась на 74 мм. Плюс изменения улучшили аэродинамику кузова, которая на скорости 250 км/ч добавляет 100 кг прижимной силы. Кстати, на днище никаких элементов аэродинамики – полностью ровная панель.

Хардкор салона

Интерьер идентичен базовой модели и всей линейке. Здесь такой же 3-спицевый скошенный руль с линией центрального положения. Приборная панель 600LT также представляет собой дисплей, отображающий тахометр, скорость, температуру и другие полезные данные.

По центру остался вертикальный дисплей мультимедиа с навигацией и аудиосистемой Bowers & Wilkins. Сиденья – спортивный каркас с огромными боковыми стенками и приклеенными подушками. Естественно никакого комфорта нет.

Почти все внутри обшито алтькантарой, а карбона используется, наверное, столько же. Опционально предлагается пакет MSO Clubsport с установкой композитного каркаса кресел. Кстати в пользу веса убрали даже коврики и перчаточные ящики, заменив их сеточками.

Гонка облегчения

Чтобы спортивный автомобиль еще быстрее очевидно, что следует облегчить машину. Вообще вес – очень важный показатель любого суперкара. Нового британца получилось сделать на 96 кг легче, но какой ценой?

Кузовные панели не страшны – обильное использование карбона хорошо, но затронули даже абсурдные вещи, например, коврики, позволившие сэкономить 5,7 кг. Сюда же относятся легкие колеса и другие мелочи.

Опционально предлагается пакет MSO Clubsport за 24 000 фунтов (1,9 миллиона рублей) еще сильнее облегчающий купе 600LT. Пакет меняет крышу карбоновой, устанавливает карбоновые каркасы сидений идентичные P1 и даже титановые колесные болты. На 4 тысячи дороже стоит пакет MSO Clubsport Pro с каркасом безопасности и 6-точечными ремнями безопасности.

Снаряженная масса суперкара – 1261 кг.

Прибавка мощности МакЛарену longtail

Тип	Объем	Мощность	Крутящий момент	Разгон	Максимальная скорость	Количество цилиндров
Бензин	3.8 л	600 л.с.	620 H*m	2,9 сек.	328 км/ч	V8

Подробнее

Машина оснащается тем же 3,8-литровым V8 M838T с парой турбин. Отдача двигателя увеличена до 600 лошадиных сил (+30 л.с.) при 7500 об/мин и 620 H*m крутящего момента при 5500 об/мин. В пару двигателю идет тот же 7-ступенчатый робот SSG с двумя дисками сцепления в масляной ванне. Привод остался задним.

Динамика стала лучше:

• разгон до 100 км/ч – 2,9 секунды;
• разгон до 200 км/ч – 8,2 секунды;
• максимальная скорость – 328 км/ч (не изменилась).

Улучшили управляемость инженеры решили разными способами. В подвеске 570S поменяли геометрию установки рычагов со стабилизаторами поперечной устойчивости. Перенастроили поведение электронноуправялемых амортизаторов. Плюс расширилась передняя колея и уменьшился клиренс на 8 мм.

Рычаги подвески 600LT – кованные от 720S, а систему охлаждения позаимствовали с 675LT. Еще мощнее стала тормозная система, а усилитель руля сильнее откликается на поворот баранки. Тормозит суперкар со 100 км/ч за 31 метр, а с 200 км/ч тратится 117 метров.

Машина уже началась продаваться по базовому ценнику 185 500 фунтов (15,1 миллиона рублей). В цену входит сам автомобиль и один день на треке с опытным инструктором. Ограниченного тиража не будет, компания решила просто выпускать модель один год, соответственно таких машин будет немного. Хотя, вдруг они собрали тысячи предзаказов.

Вывод: Выпускать такую версию стоило, она найдет свою аудиторию, предпочитающую больше скорость. Здесь только спорт и минимум комфорта, редко идущий рука об руку со спортом. Мы давно думаем, что МакЛарен предпочтительней Lamborghini, ведь за тот же ценник едет быстрее. 600LT еще раз доказывает свое превосходство, хоть и продается хуже, по статистке продано 28 моделей.

Видео

2019 McLaren 600LT

2019 McLaren 600LT Test Drive Review: Track Weapon With No Chill

Life lived to the outer edges of excess is rarely a bore, seldom relaxing, and hardly ever conducive to good health. But it’s the moments where going too far is a serious possibility that can make life worth living, at least to the type of people who aren’t satisfied with just enough. And as the members of that clan know, an entry-level McLaren 570S won’t put you on the boundaries of indulgence, even if it gets you close. The types who want to get there tend to go for the more fiery options in an automaker’s lineup, like the Porsche 911 GT3 RS or the Ferrari 488 Pista, which is why McLaren was forced to join the entry-level track-oriented supercar class by bringing the hallmarks of its most hardcore models, the Longtails, to the Sport Series. We spent time with the McLaren 600LT in Manhattan to check out its road manners and at Laguna Seca in California to see what it can do on the track.

Read in this review:

• Exterior Design 10 /10
• Performance 10 /10
• Fuel Economy 8 /10
• Interior & Cargo 8 /10
• Infotainment & Features 8 /10
• Reliability 7 /10
• Safety 8 /10
• Value For Money 9 /10

2019 McLaren 600LT Changes: What’s the difference vs 2018 600LT?

The McLaren 600LT is an all-new model for 2019, expanding the Sports Series range of vehicles with the second Longtail model since the original F1 GTR Longtail. It works on the base of the already stellar 570S, honing the recipe for a more track-focused Sports Series model. It sheds 211 lbs compared to the 570S, gains 30 horsepower, routes the twin tailpipes through the top of the rear deck, and crucially gets some redesigned aerodynamic bodywork that produces 220 lbs of extra downforce and lengthens the silhouette by 2.91 inches to earn the “Longtail” moniker. The gearbox has been worked over to provide shifts that are 25% quicker, too.

For all intents and purposes, the 600LT is to McLaren’s Sports Series range what the GT3 RS is to Porsche’s 911.

Pros and Cons

• Performance bordering on hypercar quick
• Terrific steering feel and response
• Sharper brakes feel excellent
• Seemingly unending levels of grip and stability
• Top-exit exhausts FTW

• Dual-clutch transmission a little slow on downshifts under duress
• Limited availability
• Twin-turbo V8 has noise and performance but lacks character
• Too harsh for daily driving

600LT Exterior

Based on the 570S, McLaren’s most compact sports car yet, much of the 600LT’s design is familiar, including the McLaren-swoosh LED headlights, dihedral opening doors, and carbon-fiber side air intakes. But those with a keener eye will note the additional carbon fiber – a bespoke front splitter, new side sills with various canards and a ‘600LT’ logo on either side. Staggered fitment ten-spoke alloy wheels – 19 inches up front and 20 inches at the rear – wear Pirelli P Zero Trofeo R rubber and are finished in gloss black. The big changes to the 600LT’s design occur at the rear, where the exhaust has been rerouted for twin top-exit exhausts that guide exhaust gases over the fixed carbon-fiber rear wing. A large carbon fiber rear diffuser rounds off the design of McLaren’s latest track toy.

Dimensions

The LT suffix stands for ‘Longtail’, but while the first car to bear the moniker – the McLaren F1 GTR Longtail – added nearly 25 inches to the road car’s length, LT is now more of a signal of track-focus than body length. Still, the 600LT has grown in length by 2.9 inches over a regular 570S, measuring 181.3 inches long overall and riding on a 105.1-inch wheelbase. The width remains unaffected at 82.5 inches, but the front track has been made wider by 0.4 inches, and it rides 0.3 inches lower at 46.9 inches in height with 3.6 inches of ground clearance. The Longtail philosophy also entails significant weight savings, and to this end, McLaren engineers have shaved off up to 220 lbs from the 570S, getting the 600LT Coupe down to a curb weight of just 2,994 lbs.

Exterior Colors

McLaren doesn’t build camera-shy cars, but it also isn’t shy about equipping its cars in a number of exotic shades. While plain Silver is the only standard color, Special palette colors include Silica White, Luminaire Green, and the particularly tropical Curacao Blue – which looks great paired off against the exposed carbon fiber body bits of the 600LT. Elite colors (a $4,320 option) are just as striking – Sicilian Yellow, Vega Blue, Vermillion Red, or the stealth fighter shade of black, dubbed Cosmos. Our test car for the New York leg of the review was finished in Chicane Effect.

No fewer than four shades of orange can be had, too, McLaren Orange from the Special palette, Myan Orange from the Elite range, or from the MSO Defined range of hues, Papaya Spark and Helios Orange. The MSO range also contains beautiful hues like Paris Blue, Lantana Purple, Fistral Blue, or the rather purple shade of Mauvine Blue. Even the brake calipers can be colored, with six options including McLaren Orange, Azura Blue, and plain Red over and above the standard black. Needless to say, however colorful your personality, the 600LT can be configured to match.

600LT Performance

The standard 570S, despite being McLaren’s junior sports car, already surpasses expectations – accelerating as quickly as cars that cost twice as much, handling with finesse and agility, and communicating deftly with the pilot. The 600LT takes that recipe, adds two teaspoons or cement, and hardens it for track use. Power is dialed up by 30 hp and torque by 13 lb-ft courtesy of calibration changes to the 3.8-liter twin-turbo V8, which now boasts stiffer engine mounts. The suspension has been stiffened by 13% and 34%, front and rear, the ride height lowered by 0.3 inches, the front track has been made 0.4 inches wider, and the steering has been made 4% quicker. Engineers worked on improving brake feel and response with a new brake booster, too, while the high-performance brakes now rest within the confines of lightweight alloy wheels wearing super-sticky Pirelli P Zero Trofeo R summer rubber. 0-60 mph takes 2.8 seconds, 0-124 takes 8.2 seconds, the quarter-mile is accomplished in 10.4 seconds and flat out, 204 mph is on the cards. But the focus here isn’t for road-use, the 600LT is an all-out track tool that has cast aside creature comforts for the benefit of performance, and it has the 911 GT3 RS in its sights.

Engine and Transmission

Born of older architecture, the 600LT makes use of McLaren’s original 3.8-liter twin-turbo V8 engine, albeit with a few revisions to the mid-mounted powerplant. While the most noticeable of the changes will be the exhaust rerouted through the carbon fiber decklid in pornographic fashion, other changes are less identifiable – that’s because they aren’t hardware-based so much as they are calibration changes made by folks behind computer screens. The result is power and torque outputs of 592 hp and 457 lb-ft of twist, sent to the rear wheels through a seven-speed dual-clutch automatic transmission dubbed the Seamless Shift Gearbox (SSG). The transmission has had some work done for the 600LT, too, with gear shifts quickened by 25 percent and lessons learned from the Senna employed to improve downshifts when approaching fast corners on the track.

As with most supercars, the source of the 600LT’s character is its drivetrain. The raw numbers it churns out are impressive but it’s the flexibility and usability baked into the system that makes the powertrain all the more impressive. With the drivetrain set to normal, the 600LT avoids making its driver look like a novice by delivering small amounts of power smoothly without jittering. This was much appreciated on busy New York streets and helped to get us better acquainted with the car on the track.

Click the drive mode selector over into one of its two more aggressive settings, as we did at Laguna Seca, and the McLaren raises physical and aural hell. More perceptive drivers will notice a smidgen of turbo lag when huge sums of power are summoned, but once that’s over the 600LT raises its voice, which sounds like the rasp of a dozen hornet’s nests kicked over by Bruce Lee being dampened by the hiss of a pissed-off dragon. The power comes on smoothly even when at full tilt as if a tap has been turned on rather than as if a switch has been flicked, allowing for easy throttle modulation in the corners but pushing the 600LT ahead as if it’s caught a wave traveling at supersonic speeds on the straights.

Flooring it from a standstill will send the 600LT to 62 mph in 2.9 seconds and onto a top speed of 204 mph provided a long enough track. But within the knots of Laguna Seca’s corners and stark elevation changes, both the engine and gearbox comply with all inputs as urgently as a driver demands. Gearshifts are aways lightning quick, but the engine is so easy to control precisely with the throttle that it makes getting in the 600LT’s groove a toddle. As a result, the 600LT comes off as a track car that’s been scientifically tailored to work with the bandwidth speed of the human senses. But the 600LT’s robotic compliance, its ability to truly become an extension of the human body, makes it so that any discharge of character is merely a reflection of the driver rather than the car.

Handling and Driving Impressions

When McLaren restarted its mission to stray from the race track and put more cars on public roads, it debuted the MP4-12C and quickly made a name for itself. That’s because the 12C, as it came to be known, became as famous for its Rolls-Royce ride quality as it did for its wicked looks and corner-carving performance. That magical suspension system is a characteristic the 720S preserves, but not one that the track-oriented Longtail family is known for. The 600LT is far from harsh, but as a battleship in the war against slow lap times, it’s a beast that’s much more honest about the quality of the road it’s on or the effect the G-force is having on the carbon fiber chassis.

Thanks to the rigidity of the MonoCell II carbon fiber chassis, the 600LT relays much of that G-force to the taut yet lightweight suspension components, which in turn transmit the force to the Pirelli P-Zero Trofeo R tires. This tightly regulated system makes it so the 600LT feels like it’s a roller coaster bolted straight onto a set of rails, with the steering wheel having the ability to contort the metal and change the coaster’s path. Armed with a steering rack that’s 4% faster than the 570S’, improved front end aerodynamics, and a wider front track, the 600LT darts into corners quickly, predictably, and confidently in a way that encourages a driver to experiment with corner entry speeds that would cause catastrophic understeer in lowlier machines. All there’s left to do is to hold the course, aiming for the apex, and prepare to get on the gas. The beauty in the 600LT is that its accessibility allows drivers of all skill levels to get a taste of the heat and gain experience. Once a driver learns the track and the correct path on which to enter each corner, the corner exit is all that’s left to master. Luckily the variable traction control system makes it so that track novices can let the computers intervene if they come down too hard on the throttle, while experienced racers can dial in as much power as their intuitive traction control system thinks is appropriate.

In typical McLaren fashion, the 600LT is easy to drive on the road. It’s just not particularly pleasant. In and around town, every pothole and road imperfection judders the cockpit and the racing seats can’t be described as comfortable. The loud drone of the top-exit exhaust pipes is ever-present, the Trofeo R tires did not like the rain at all to the point that we were advised to pull over and stop should the heavens open. Alas, that’s exactly what happened on the morning we planned to drive back to Manhattan from upstate New York. Instead of taking the fun scenic route, we were forced to keep things steady on the highway. Given how much fun we’ve had in previous McLaren road cars, from the 12C to the 720S, there is doubtless a ton of fun to be had in the 600LT. It has a playful nature and masses of performance potential, just be prepared to walk away from a spirited drive a little sore and somewhat deaf.

600LT Gas Mileage

Fuel economy figures are hardly the reason to buy a track tool like the 600LT; when 592 horses run rampant down the back straight of Laguna Seca, gas mileage figures plummet. Still, should you be dedicated enough to drive the 600LT from home to the local track, McLaren claims it’ll achieve estimates of 15/23/18 mpg city/highway/combined. With a 19-gallon gas tank and feeding on premium gasoline, you could, in theory, travel 342 miles in mixed conditions. We managed to cover around 250 miles on a tank driving mainly on the highway, so expect to take frequent trips to the gas station.

2019 Mclaren 600Lt Review

Название: 2019 Mclaren 600Lt Review

Загрузил: Dimmitt Automotive Group

Длительность: 7 мин и 21 сек

Битрейт: 192 Kbps

9.67 MB и длительностью 7 мин и 21 сек в формате mp3.

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