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Smooth supercar successor

By Ghaith Madadha - Dec 22,2014 - Last updated at Dec 22,2014

Initially intended to complement the McLaren 12C as a sharper, more focused and powerful supercar bridging the gap to the brand’s P1 hybrid hypercar, the 650S has, however, come to replace the 12C — as some speculated — owing to overwhelming customer preference for the newer car.

A hardcore evolution of the 12C in terms of engine, chassis and aerodynamics, but with a decisive 25 per cent difference, the 650S’ timely arrival earlier this year fends off redoubled efforts from Ferrari and Lamborghini in the respective shape of the skunkworks 458 Speciale and all-new Huracan rivals.

With a distinctively moody and futuristic front-end treatment inspired by the P1, the 650S is a more visceral, engaging and racier car than the 12C. The 650S’ revised engine components and management, aerodynamics and stiffer suspension rates deliver a more honed interpretation of its predecessor’s sublime precision, delicacy and intuitive intimacy. 

Like the 12C, the 650S’ delivers faultlessly superb agility and handling finesse along with fluently forgiving ride characteristics, for a more well-rounded performance-oriented supercar experience, rather than its  Ferrari 458 Speciale competitor’s more stripped-down bare-knuckle road racer approach.

 

Sci-fi style

 

Though sharing much by way of albeit revised mechanicals, chassis, structure and cabin, the 650S is, however, a markedly more arresting and theatric supercar compared to its sophisticated but somewhat straight-laced 12C predecessor’s front-end design.

Looking like it has just escaped from a sci-fi film, the McLaren 650S’ swooping curved headlights and air intakes are immediately dramatic and create a sense of motion, while also resemble upside down interpretations of its brand logo.

Thick scalloped wings act as markers for the front wheels’ position in corners, and carve seductively to a subtly rising waistline. Deep and hungry carbon-fibre covered side gills feed air to the 650s’ twin-turbo mid-engine and are shaped to reflect the McLaren emblem.

The 650S’ thin slatted rear lights and fascia with integrated dual exhaust ports aren’t much changed from the 12C.

However, a carbon-fibre bumper section set the air diffuser assembly does create a greater sense of urgency to how the 650S’ sits on road. With lashings of carbon-fibre used to reduce weight, the 650S’ low front air splitter and side mirror housings — set on long thin stalks for better aerodynamic flow — are also made from this stiff and lightweight material.

Best in bold bright colours like the driven car’s orange or green, the 650S also looks better in fixed-head Coupe form, where its rakishly angled windscreen and roofline taper off to more flowingly converge with the rear deck. 

 

Intense escalation

 

Mounted low in a rear-middle position for ideal in-wheelbase weight distribution and low centre of gravity, McLaren’s in-house developed twin-turbocharged 3.8-litre V8

Engine has been thoroughly re-worked for 650S service. With new pistons and cylinder heads, revised valve timing, bigger turbo intercoolers and freer exhausts the 650S yields an additional 25BHP and 57lb/ft torque over its predecessor.

However, the difference goes beyond just its’ supercar pack-leading power and torque headline figures, and mid-range versatility. The 650S’ delivers its 641BHP maximum in a more ferocious manner at 7250rpm. Torque output is still abundantly muscular, but is delivered with greater urgency, building up to a 500lb/ft peak at 6000rpm rather than riding a wide and ever-accessible 3000-7000rpm plateau.

With quick-spooling twin-turbos the 650S suffers no meaningful low-end lag and pulls robustly from well below 2000rpm. Unlike most turbocharged cars, the 650S’ linearity, peaky power, high rev limit and crisp throttle responses are similar to a well-sorted naturally-aspirated engine, and translate to precise and edgy but predictable throttle control for fluent on-throttle cornering.

Spine-tingling it intensely and viciously winds up towards its long-legged 8500rpm rev-limit, the 650S rewards commitment with escalating ferocity, while its’ muscular mid-range allows for effortless pick-up and near instantaneous response when on the move and through gears. 

Sensationally swift, the 650S Coupe blitzes through 0-100km/h in 3 seconds, 0-200km/h in 8.4 seconds, 0-300km/h in 25.4 seconds and 0-400 metres in 10.5-seconds at 224km/h. Top speed is 333km/h.

 

Fluent agility

 

Built on a stiff and light carbon-fibre passenger cell with aluminium frames, the 650S Spider’s provides superb body rigidity for safety, robustness and to allow its sophisticated suspension to function more precisely for both ride and handling dividends.

With sporty double wishbone suspension mated to actively adaptive hydraulic dampers — ProActive Chassis Control — the 650S delivers an unmatched in-class combination of ride refinement and handling precision.

Eliminating the need — and weight — of traditional anti-roll bars, the 650S’ chassis control system automatically softens and provides longer wheel travel for unrivalled supercar ride comfort. 

Nuanced, textured, fluent and intuitive through various road and driving conditions, the 650S’ suspension similarly firms up to provide faultlessly taut body control through corners.

Fluently dispatching imperfections with supple comfort, the 650S coped unexpectedly well on the gravelly, rutted and unpaved roads leading to the UAE’s winding Jebel Jais hill climb. Along the snaking and sprawling hill climb, the light 1330kg 650S was a model of harmony and ability, with crisp razor-sharp turn-in, poised body control, tenacious commitment to cornering lines and high levels of lateral grip.

Darty and agile as it through successive corners, the 650S also proved predictable and neutral in its at-the-limit handling — both rewarding and flattering a driver’s ability. Unshakably stable and refined at high speed, the 650S’ revised aerodynamics, front air splitter and automatically rising spoiler/airbrake yield 24 per cent more down-force and improve steering precision and feel.

 

Sophisticated ergonomics

 

Stiffer than its predecessor, the 650S nevertheless glides over rough textures with uncanny fluidity, and with thorough construction and body rigidity, one can’t hear a single squeak inside its’ refined cabin. Located below the vertical infotainment screen on its slim floating carbon-fibre centre console — designed to maximise seat width — are the 650S’ adjustable gearbox and suspension dials and active aero button.

Of three suspension settings, “normal” is supple, “track” hard-edged and “sport” ideal for brisk on-road driving. Independently, three successively sharper throttle and 7-speed dual clutch gearbox response setting can be chosen. “Sport” mode features momentary ignition interruption delivers exhaust popping on hard up-shifts, while “track” mode engages the clutch before revs drop for added shove on up-shift.

Sophisticatedly minimalist yet elegantly finished with fine leathers, suede roof-liner, real metals and carbon-fibre trim, the 650S Spider is notably ergonomic and comfortable for larger drivers. 

Slipping past up and out swinging doors and thick high sills, the 650S spacious cabin features excellent front visibility while highly adjustable seats and steering provide a feeling of confident control.

Well reflecting the 650S’ character, its’ quick 2.66-turn steering is a model of clarity, balance and nuance. Never slack, dull or nervous, the 650S’ steering has reassuring high- speed directional stability and textured and detailed feel through corners. 

Exact, sharp and sophisticated, the perfectly weighted Alcantara-clad steering turns with quick wrist-flick movements, while standard carbon ceramic brakes are highly effective and fade-free.

 

 

TECHNICAL SPECIFICATIONS

 

Engine: 3.8-litre, mid-mounted, all-aluminium, dry sump, twin turbo V8 cylinders

Valve-train: 32-valve, DOHC, continuously variable valve timing

Bore x stroke: 93 x 69.9mm

Compression ratio: 8.7:1

Gearbox: 7-speed automated sequential dual clutch, RWD

Ratios: 1st 4:1; 2nd 2.6:1; 3rd 1.9:1; 4th 1.5:1; 5th 1.2:1; 6th 0.9:1; 7th 0.7:1

Final drive: 3.3:1

Power, BHP (PS) [kW]: 641 (650) [478] @ 7250rpm

Specific power: 168.7BHP/litre

Power-to-weight: 482BHP/tonne

Torque, lb/ft (Nm): 500 (678) @ 6000rpm

Torque-to-weight: 509.8Nm/tonne

Specific torque : 178.47Nm/litre

Rev limit: 8500rpm

0-100km/h: 3 seconds

0-200km/h: 8.4 seconds

0-300km/h: 25.4 seconds

0-400-metres: 10.5 seconds @ 224km/h

Top speed: 333km/h

Fuel consumption, combined: 11.7l/100km

Fuel capacity: 72 litres

CO2 emissions, combined: 275g/km

Body structure: Carbon fibre monocell, aluminium front & rear frames

Height: 1199mm

Width: 2093

Length: 4512mm

Wheelbase: 2670mm

Track, F/R: 1656/1583mm

Dry weight: 1330kg

Weight distribution F/R: 42 per cent/58 per cent

Steering: Power-assisted rack and pinion

Lock-to-lock: 2.66 turns

Turning circle: 12.3 metres

Suspension: Double wishbones, coil springs, adaptive hydraulic damping

Brakes, F/R: Carbon ceramic discs, aluminium hubs, 394/380mm

Brake callipers, F/R: 6-/4 pistons

100-0km/h: 30.5 metres

200-0km/h: 123 metres

Tyres, F/R: 235/35R19/305/30R20

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