![]() ![]() ![]() Its nose rises up into a huge cool box-like "frunk" (front trunk), the front and rear overhangs are substantially longer - the GT is longer than any Sports or Super Series model - the approach angle and ground clearance matches a 911, and in profile it’s horizontal, not nose-down and poised. ![]() When the silks slip off, you process it as an altered Sports Series, not an all-new McLaren in an all-new category. Legacy components are part of the issue: Like every McLaren since 2011, the GT deploys a carbon-fiber tub, twin-turbo V8 with seven-speed dual-clutch gearbox and a midengine/rear-drive/two-seat layout. The 570GT accounted for 10 to 15 percent of Sports Series sales, so it appears to have washed its face.Īutoweek got a preview of its successor at McLaren’s Woking, U.K., headquarters and, well. "Customers told us they wanted more differentiation, more power and more luggage space, luxury and refinement (than 570GT)," explains Ian Digman, head of product management. The company’s own 570GT - a slightly softer, more practical Sports Series with a side-opening rear hatch - takes a bullet to make room. More relevantly, at $209K, the GT is comparable to a (Sports Series) 570S Spider, and McLaren hopes you’ll buy it instead of a Ferrari Portofino, Aston-Martin DB11 or Porsche 911 Turbo. That car combined a McLaren M6 race car chassis with a new lightweight coupe body and Bartz-tuned Chevy engine, though just three were built before the company namesake’s tragic death in 1970. To give its new model legitimacy, McLaren references the 1960s M6GT with which founder Bruce McLaren experimented. It’s a GT called GT, and it sits in an all-new GT category that overlaps with the Sports and Super Series models but wears comfier clothing. If you’ve only just come to grips with the McLaren filing system, there’s a new model that won’t be bound by its existing Sports, Super and Ultimate Series pigeonholes. ![]()
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