From £154,000
It’s pitched as the ‘everyday McLaren’, but can the 562bhp, carbon fibre-tubbed, mid-engined 570GT really cut it as a regular car? We found out over five months

Why we ran it: To find out just how beguiling this practical version of McLaren’s most usable sports car is

Month 1 - Month 2 - Month 3 - Month 4 Month 5 - Costs and specs

Life with a McLaren 570GT: Month 5

Saying goodbye to the McLaren 570GT – 28 December 2017

Six months and 8000 miles with a 200mph McLaren has to be bliss, doesn’t it? Well, yes. Mostly.

Hearts will not bleed for a person forced to give up a £180,000 supercar as their daily drive after only a few weeks (previous incumbent Dan Trent having earlier moved on to pastures new, leaving yours truly with the key). But so captivating is the vicarious supercar ownership experience, and so memorable is McLaren’s first attempt at a grand touring sports car, that letting it go was a proper wrench.

With limited mileage remaining in our allowance before the car had to be returned to McLaren, I couldn’t do everything I would have liked in my time with it.

If I had, McLaren would have probably had the first 30,000-mile 570GT on its hands, and that might have been tricky to sell just a few months after launch.

The highlight of a few weeks with the car was a drive to Wales, where the 570GT could really show off its breadth of ability.

On the motorway, it was brilliant (bar some very loud thumps over catseyes); around town, it stopped traffic both on the road and on the pavement; and up in the Brecon Beacons, it was every inch the bona fide supercar.

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The McLaren was a delight to spend a prolonged amount of time with. The irks and foibles couldn’t detract from an inherently fabulous car. It wasn’t cheap to run (name a car of this ilk that is) and some of the prices for options are cheeky, but the 570GT leaves a resoundingly positive impression.

Mine would do without the exhaust, the carbonfibre interior bits and the lightest wheels, dropping the price to £169,505. That’s still a lot, although during my time with the 570GT, it felt worth damn near every single penny. If you are in the fortunate position of considering a car slightly cheaper – or, indeed, slightly more expensive – than this McLaren, I implore you to take a look.

McLaren’s take on a grand tourer is that although it always feels special, it’s also very easy to operate.

True driving fulfilment is far quicker and easier to achieve in the 570GT than in rivals of the same potential. 

Steve Cropley

Mileage: 7947

Love it

Exquisite styling - More beautiful than a 570S, attention grabbing without being ostentatious and full of lovely detail.

Pulsating performance - Addictively, thrillingly, fantastically fast. Turbo lag adds to the excitement. Shame about the noise.

Sublime steering - Gorgeous feel and a lovely wheel; a reminder why those festooned with buttons should be condemned.

Thrilling dynamics - A wonderful mix of ride pliancy, handling sharpness, engagement, amusement and GT maturity.

Loathe it

Flawed interior - Beautiful materials, but some of the ergonomic choices are nothing short of baffling.

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Life with a McLaren 570GT: Month 4

Expensive gripes with the McLaren 570GT – 04 October 2017

The McLaren 570 GT is wonderful to drive, but a few niggles have emerged.

The nose lift occasionally makes a nasty whine, DAB reception is poor — could that be due to the carbonfibre tub? — and the central locking is sometimes convinced a door is open when it isn’t.

Frustrating at this money, particularly when this is meant to be McLaren’s everyday supercar.

Mileage: 7654

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Life with a McLaren 570GT: Month 3

McLaren 570GT versus Honda NSX – 09 August 2017

The partnership between McLaren and Honda has given us some memorable Formula 1 moments, if for the wrong reasons of late.

Perhaps like all too many marriages, the two have found themselves drifting apart and following different paths, the common ground once shared seemingly now a no man’s land.

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That would seem to be the case when you compare the 570GT with its Honda NSX rival, as I did.

After these tests and

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Life with a McLaren 570GT: Month 2

Potential 570GT door troubles? – 12 July 2017

For all its ‘everyday McLaren’ ambitions, the 570GT’s signature dihedral doors did have me worrying about being boxed in.

Heathrow’s business parking spaces are tight and the sight of a Volvo XC60 nestled up had me worried. But even in such a tight gap, the door opened fully – just.

Fancy and functional? A recurring theme in this car. Dan Trent

Mileage: 5131

Getting the 570GT used to the daily grind – 21 June 2017

As discussed in our first report, the 570GT’s job is to bring a bit of carbonfibre-tubbed, McLaren-branded glamour to the ‘everyday supercar’ like the realm dominated by the 911 Turbo and Audi R8. So, how’s that working out?

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Well there’s nothing everyday about the kerbside theatre of getting in and out. It’s not for those with bad backs or stiff joints but, with practice, I’ve just about nailed the entry procedure of ‘bum first, legs in and swing the door down’ in one motion.

Once you’re settled, the 570GT’s clarity of purpose is unmistakable. It may be the luxury McLaren, but it’s still a McLaren, with the driver-focused minimalism, superb visibility and meaningful weight of the controls all characteristic of the brand.

Even with the sports exhaust the 3.8-litre V8 sounds a bit dull from the inside, but you forget that once you’ve accelerated through the initial lag and the turbos are spooling.

This is a dramatically fast car. You can barely dip your toes in its performance reservoir on the public road, but even at sensible speeds you can appreciate the superb feedback through the steering, the crisp damping and the response of the dual-clutch transmission.

On the motorway it’s surprisingly comfortable. There’s a fair degree of tyre roar, and cats’ eyes and ridges can send thuds through the body, but the airiness of the glass-roofed cabin is relaxing, the engine’s drone can be drowned out by the fabulous stereo and it’ll cruise on the motorway at close to 30mpg. So far, so impressive.

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I did splash out £3490 on ‘super-lightweight’ forged wheels, plus an extra £1110 for having them in Stealth Grey. I’d best not kerb them.

This extravagance was offset by sticking with the standard iron brakes, the theory being that these will be less grabby in traffic than the ceramics the 570S gets as standard.

Given that I’ll be spending a lot of time in this McLaren, I splashed more cash on the interior. The £5020 GT Upgrade Pack looks like a total no-brainer because it bundles the rather nice Bowers & Wilkins stereo with essentials such as an alarm, parking sensors, a rear-view camera and a nose lift.

Experience of previous McLarens has shown their noses to be very vulnerable to speed bumps and steep ramps, so the last of those options was an essential choice.

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Costs: Mileage at start 29; Mileage at end 7947; Fuel tank 72 litres; Test average 21.1mpg; Test best/worst 28.7mpg/6.8mpg; Real-world range 330 miles; Contract hire rate £1295pcm (36 months); Expenses None; Fuel costs £2044; Running costs including fuel £2044; Cost per mile 26 pence; Depreciation £23,775; Cost per mile including depreciation £3.25; Faults Squeaks and rattles and nose lift graunch

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