It feels very strange to write about a car that was a dream about 10 years ago. Growing up, McLaren was always the main car for me. Everything about F1 feels special and it should be. But even as they soared further into unobtanium, the general formula still held my attention in a way that Ferrari never could.
So when I was in my early 20s and heard the news that there would be an 'affordable' McLaren on the market, the excitement was nothing short of trivial. Still an unrealistic dream in my opinion, but sometimes that's what it's like – a brand you're attracted to without much logic involved.
Fast forward some time and many other 'lesser' childhood car goals started to happen, and somehow through a bit of luck and a lot of hard work I found myself waiting for the call to see if I could bring home the dream car.
Like a proper childhood poster.
By the time it arrived, I was losing sleep due to watching YouTube videos late into the night to decide whether or not I had made a mistake in choosing a McLaren over something Italian. I understand that some people are lucky enough to be able to buy and sell a car like this in an instant. I am one of those sad cases who is obsessed with a car, studying it, growing with it, making memories with it, modifying it – and most importantly driving it.
A big part of getting through tough times in life is jumping in the car, so car obsession tends to veer into somewhat tragic territory – I'm happy to admit.
When I finally went to get the car, I spent a nervous 20 minutes in the Uber before awkwardly waiting by the car. I even wore some carefully selected shoes – I know that's sad. Hoping the anticipation of never meeting the hero weighed on my head, I turned the corner and the car looked stunning in the metal. More than in the photo.
Maybe it's because the colors dance in the sunlight, or maybe it's because there's a lot of added carbon – but the photos don't do it justice. Looks are completely subjective, but I don't think there's a bad corner on the 650 with the right colors and specs.
My first impressions of the 650 were mixed when I first used it – in a positive way. On the one hand, this is amazing to me – especially with all the extra carbon added by the original owner (carbon fiber will always fascinate me). The shape is highly functional with vents placed all around the silhouette, a prominent supercar stance, active aero, and a tilted and aerodynamic pose.
Some people don't like the P1-inspired front – I think it looks quite old and frankly amazing. I also like its angular, more aggressive rear end position with high-level exhaust outlets. Again, some don't – but the curvaceous, softer, flowing 570s just don't suit me. It's beautiful – but I don't like it.
I considered a lot of cars when deciding, including adding a little extra to take home a cheaper Ferrari 488, Huracan or Gallardo Superleggera. This car has only covered 800 km, so due to its condition, late registration (2018) and additional extras, it is slightly more expensive. However, because I had never (ever) owned a new car, it felt like it was appropriate to buy that dream car. All brilliant cars in their own right, I was lucky enough to find myself in the position to see one.
When testing other cars, the Huracan felt a little bloated in comparison, and while I love the V10 engine, I've had a heavier AWD car in the GT-R. Yes, I know you can't compare a two-seater Lambo to a 2+2-engined turbocharged V6, but the differences may not be as stark as they seem in the real world.
I really wanted to like the Lambo – in fact, I didn't like it right from the start. I wanted something more focused and light – like a Performante or STO that could cover territory beyond what I wanted to spend.
Personally, things like 'prestige' don't matter much to me when buying a car – or I would never have chosen a GT-R before – not that McLaren is particularly lacking in that regard considering its racing history, or its record. -holds the pedigree of a road car. But I can't help but think that Ferrari is in the running – in my mind – mainly because it's Ferrari.
One of the reasons why supercars always make my kids laugh is because of the opportunity. And McLaren has it. What car doesn't have vertical doors – even the Toyota Sera makes me giggle. Climbing over the sill of the carbon tub and into the cockpit adds to the thrill, and that's where things get more layered.
The interior is quite simple. Very comfortable with ample space to move around, but still empty. You're greeted by a tacho decorated on either side by two small multifunction screens, a steering wheel without a single button, no glove box, and a center console that houses a small portrait touchscreen, two dedicated knobs and three gearbox buttons – go, stop walking, and back.
The back-to-basics layout took a little getting used to, but I found myself focusing more on the drive than fiddling with the radio, and it wasn't more than a passing thought on the first drive. There's a stalk for the computer (which also operates things like elevator control) and another for cruise control. You need that one.
The 488 is more complex with some style added to the dashboard, quality leather everywhere, indicators mounted as buttons on the wheel, alongside various driving mode selectors, whereas the McLaren takes the approach of 'you've got the wheel, some rowing, go drive – and just drive '.
And I immediately loved that sentiment. But I'm a bit odd like that – I don't necessarily see cheaper pieces of plastic as something worth complaining about – just as I wouldn't complain about having to buy takeaway rather than going to a fancy place. restaurant.
Press the starter and the engine fires up, powered by 670 bhp from a twin-turbocharged mid-engined V8. Funnily enough, I actually vowed to go for something naturally aspirated considering my recent cars included an E92 M3, which I loved, a GT-R and a brilliant, supercharged Mustang R-Spec.
It may not be the most distinctive tune, but it's still throaty and has a nice, deep V8 note, especially when tearing through tunnels that require obligatory window drops and childish laughter. It reminds me of the beloved Mustang and GT-R.
But what's really confusing is how compliant the car is to drive from point to point. Visibility is surprisingly good for a supercar, you can see the bodies around you well but still have enough visibility to not feel intimidated by drive-throughs or narrow city streets. And it's smooth. Oh my gosh, it's smooth! You'd be forgiven for mistakenly thinking you're behind the wheel of a suspended sedan with more supply as you go, but you still always feel connected amidst the fluid gear changes. Always be aware of what is happening.
I could go on and on about a ride that leaves most contemporary alternative supercars behind what I've driven. Admittedly, I will now drive it harder than I have ever driven anyone else – because it is my car. It's hard to find a 50km stretch of country road to explore some of the car's capabilities even within the realm of speed limits – with a suit-clad salesman kicking and screaming alongside you.
I like my cars bumpy and well-damped, so I tend to prefer the 'on' button – which applies the settings you've selected in the mode selector. The left is the chassis (with a center button activating or deactivating active aero), and the right is the drivetrain (with the center button this time putting the gearbox – very slick I might add – into manual mode).
Each dial has N – Normal, S – Sport and T – Track to choose from. While playing, I selected 'Track' until a message telling me that traction control had been disabled reminded me that I should cool my jets down a bit. In Sport mode on the road, everything is set, pardon the pun. The bump is further transferred to your spine and the whole car becomes taut.
It wouldn't be an exaggeration if I said that switching from the heavy but brilliant car in the GT-R to the 650S in Sport mode really feels as communicative as a go-kart. Zero play, the wheel drops right in the middle with guaranteed stability, and when you push and tilt it into a corner, you know exactly what's going on.
And it gets addictive from there. The whooshing sound of the turbo grabs you, before you slam on the incredible carbon-ceramic brakes to lift your face right out of your head, as you turn in with a level of grip that feels like it defies physics. You very, very quickly realize that you can easily reach speeds that get you into the clink with ease.
The car felt so adept at handling every bump on a country road while maintaining maximum composure, that I found myself wanting to get out and drive more often than to corral it and keep the mileage low – it would have been such a waste. . With the powertrain in Track mode, things get very aggressive. Double-click the gearbox to effortlessly downshift to the appropriate gear, press the trigger and power is released with a squirm from the rear. The car, not me.
I briefly and accidentally slipped the handling into Track, and happily admit that it's intended for someone much more advanced than me – but I'm really looking forward to exploring its limits on track. You can tell after very little seat time when a car is naturally at home on the track, and this is one of them.
I've said it before with my GT-R and I'll say it again with the McLaren with full commitment – anyone who says it's 'too focused' means they haven't driven it properly. Maybe it's just the kind of car I like, one you have to grow up and drive to appreciate. But what it lacks in artificial aural tone, it makes up for in a symphony of induction, V8 roar, performance and – surprisingly – relative comfort when needed.
Don't get me wrong, I was looking for an aftermarket muffler to add a little embellishment to what seemed like the perfect treat to me – and they use the cheapest latch for the gas cap, which means mine is currently secured with double-sided tape (when it's locked, the pin will hold it in place, but without tape, the lid will open when you unlock the car). However, as a petrolhead, I personally don't want a car that has nothing to 'improve'.
The range of flaws in a car generally ranges from minor issues to 'first world problems'. Batteries like to be charged for one thing. The Meridian's sound system is vocal enough, but audiophiles will find it a bit flat, and some of the switchgear doesn't have the convincing sound that some other premium cars might have. None of it is the reason I aspired as long as I could crawl to owning a supercar, and to be honest, none of it is anything new in supercars.
Money tends to be spent on things like styling, aero and performance, and even less on perfectly designed window switches. A world of cars with perfectly crafted knobs and dials tend to have an extra zero price tag.
As you'd expect, it has the usual levels of supercar practicality – a front boot that can accommodate a weekend-sized suitcase or two, minimal internal storage (it has two cupholders behind the center console, which I managed to fit a large amount of Macca's drinks into) and no there is fuel savings. Everything is as it should be.
Mine does have a nose clip, and I wouldn't buy it without it. Especially if, like mine, it's covered head to toe in carbon fiber. As a result, driving around town is much less stressful than on the GT-R, which has bottomed out in spirited driving (thanks to the aftermarket exhaust) and occasionally scrapes when going in and out of gas stations.
Overall, the McLaren was a case of love at first sight for me, but thankfully it was a justified love. However, this is one of those cars – just as the GT-R 'does it' for me, so does the McLaren – for many, it just won't. But that's the beauty of having a car like this to cater to those who want something different from the average Ferrari or Lambo.
TLDR version: I love it, and while I'm sure I'll want another car in the years to come, this is the only car I've owned where I haven't immediately dreamed of 'what's next'.
Ultimately, it's a bit of a waste if you don't treat it to a road trip, but even as a road-going weekend warrior, this is a serious piece of machinery.
