Yup, the 650S is faster. The Baby Mac - which is actually ever so slightly longer and wider than its big brother - doesn’t share a single body panel with the 650S, and although the family resemblance is clear, the 570S looks very different. You get a glovebox - something you don’t get on a 650S - various cubby holes plus storage bins in the doors with snazzy lids. Peak twist in the 570S on the other hand comes in at 5000-6500rpm, contributing to the less punchy mid range and less dramatic top end. The firm just announced a limited edition called BP23, Shots fired: DeTomaso thinks the US car industry has lost its way. This is the biggie. I preferred the 570GT. But (if you drove at night to blind you to the differences in their cockpits) really the 570GT and 650S just feel like two slightly different versions - both very wonderful, let’s not forget - of the same thing. In either car, out-of-corner acceleration is limited by traction, and overtaking ability by road conditions and a general need not to behave ridiculously. Yup, the 650S is faster. We have the carbonfibre Monocell chassis at the core of every single one of Woking’s current cars, and the same 3.8-litre twin-turbo V8 mounted mid-ship.

Once you dig deeper however, you find that despite sharing much of the same ingredients, the end result tastes very different.

All McLaren’s engines are built by Ricardo PLC, the same people responsible for manufacturing the Bugatti Veyron’s seven-speed dual-clutch gearbox. What doesn’t fit quite as well with this ethos is the suspension: without the PCC system, the 570S doesn’t ride anywhere near as smoothly as the 650S. Both cars have ultra-quick, ultra-sharp steering, but comparing feedback is a little difficult, with our drive of the 570S ‘corrupted’ thanks to the presence of winter tyres, where the 650S Spider we pinched ran summer rubber. The more expensive car has an uncannily smooth ride, and as well as making it a more pleasant car to potter around town in, it also means it’s a far more confident machine to attack uneven back roads in since it remains entirely unflustered by poor road surfaces, where the 570S starts to skip around and feel nervous. The McLaren range is growing all the time, but what’s interesting is the company is making that growth possible by using the same basic components. Woking transformed the engine into the M838T, with little of the TWR unit retained by the time they were done. The engine in the 570S is an evolution of the original MT838T, gaining the designation MT838TE. The 650S has a nice, wide torque band which gives 450lb ft at 3000rpm rising swiftly to the full 500lb ft, which is felt all the way up to 7000rpm. Renault boss: Alpine could become a 'mini-Ferrari', SSC’s Tuatara is the fastest car in the world with 331mph top speed, You can now spec your McLaren in official Gulf livery, Range Rover review: new straight-six diesel driven, Nine cars to buy instead of the best small SUVs.

Both cars will take you beyond the 200mph and both cars will sound terrific doing so - though the 650s sounds better from inside the cabin. For 0-62mph it’s 3.0secs vs 3.4secs.

Same carbon tub, same twin-turbo V8, but which is better? This results in a piece that weighs exactly the same as it would if it were made from composite. The 570GT is the softest. But not much faster. To my taste it’s the better sorted and the more enjoyable.

The 650S has more grip. The 570 has easier logic to its infotainment, although that’s just as well because it now has to shoulder the weight of controlling the climate, where the 650 has separate buttons and knobs for that. BBC Studios is a commercial company that is owned by the BBC (and just the BBC). The 570S is a current generation “Sports Series” car while the 650S is the previous generation of the “Super Series” McLarens. Naturally, it’s a lot less powerful and torquier than the V8 in its big brother, with 562bhp and 443lb ft to the 650S’s 641bhp and 500b ft. Racing-team-turned-supercar-manufacturer McLaren has sure been busy, consistently introducing and selling new models all around the globe. And because there’s much, much less tyre noise, you’re lulled into the impression it’s a more comfortable car. Sensors monitor body movements, and stiffen the dampers only when required, ‘decoupling’ them when the car is being driven in a straight line. Still, gotta love the thing appearing in your mirror as you approach a roundabout. Or a Huracan to an Aventador. Still, things happen fast at McLaren. Additional photography by Alex Carmichael. I think it’s a weakness of McLaren’s range - and I’ve thought so ever since, even before the MP4-12C went on sale - that company bosses said they’d use the same basic format for all their cars.

Here, the sills are slimmer and lower, making ingress and egress a little more dignified. Audi S8 review: the most boring 560bhp car (in a good way), VW T-Cross R-Line 1.5 TSI review: 148bhp crossover tested, Rocketeer Mazda MX-5 review: modified V6 roadster driven, Royal Enfield Continental GT 650 review: classic café racer tested, Speed Week 2020: the Ferrari F8 Tributo on track, City, slicker: Honda City Turbo vs Honda e, Chris Harris on… the new BMW M4 and M3 Touring. The one with a hatchback, more supple suspension, and generally less drama. The 650S has a 79 bhp advantage along with active aero and McLaren’s brilliant ProActive Chassis Control suspension. After all, it wouldn’t look so good if you turned up to your destination, opened the cool doors and then smashed all of their contents on the floor now would it? 30 per cent of its components are new, including new camshaft phase controllers which help reduce inertia to the benefit of engine response and efficiency. If you asked me whether the 570S was a proper supercar, I’d hesitate ever so slightly before saying ‘yes’. Plus, because the GT isolates you better from tyre noise, most of the time you’re hearing a purer engine sound rather than a messy roar. Their general furniture is similar but everything in the 570 has more flowing and stylish lines. Behind your head, the GT has a genuinely useful luggage bay, which means if you’ve got several cars but need to take some gear wth you, you’re less likely to have to leave the McLaren at home. Or a DB11 to a V12 Vantage. It looks better - to my eyes - but the panels aren’t quite so exotic.

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