Series finale: Saying goodbye to the McLaren 570S

Of course, there are areas in which it does now feel old. The interior is less plush than you’d want these days from a car with a substantial six-figure price tag, and the IRIS infotainment system is a joke – and although part of me is sad to say it, there’s no question that this stuff matters now, and increasingly so.

Yet you cannot quibble with the concept, and this is why the Sports Series was, is and will always be important to McLaren. When we look back a generation from now, it will be as was the Elan to Lotus, the DB2 to Aston and the XK120 to Jaguar. None of these was their creator’s first car, but all are the cars that set the template and, in many ways, define at best how we see those companies today, and at worst how we would like them to be seen. If at some stage McLaren loses its way and wants to recapture its magic, all it will need to do will be to pull the dust covers off a 570S and go for a blast.

So wherein lies the magic? The basics are obvious: keep it light. In that group test conducted in 2015, the 570S was more than 200kg lighter than the next lightest car, and over 300kg lighter than the heaviest. The circle of virtue this precipitates is clear even in details such as tyre size: the 570S was surely the grippiest car there, yet front and rear it had the narrowest tyres of all. Which meant less pollution of the steering and better feel through its rim.

Next, keep it stiff. It was also the only car present to have a carbonfibre tub and therefore a near enough impregnable platform from which its suspension could work. And you feel the effect of that everywhere: precision, grip, ride, feel, you name it.

Now make sure the driver can see out of the damn thing. A simple point but too easily ignored. The 570S’s glasshouse makes you feel like you’re sitting in a goldfish bowl, and this is important – no, crucial – because unless you can see clearly all around the car, you can’t place it accurately. There’s nothing more likely to torpedo your confidence than a wide, low, expensive car capable of hitting 62mph from rest in 3.2sec and not being able to see out of it. And a fast car in which you have no confidence is at best a frustrating disappointment, at worst a menace.

The details are important, too. A steering wheel awash with switches and dials may look very F1, but the only reason F1 cars are like that is that they don’t have dashboards. Road cars have no such excuse. An uncluttered wheel that just steers the car is simpler, easier and better. Clear instruments are important too, and the McLaren’s TFT clocks are still outstanding in this regard.

The only key area in which it’s feeling its age is the engine. I wish it could howl like a normally aspirated V12 but accept that turbocharging brings weight and power advantages to a low-mass car such as this, making forced induction the obvious choice. I’ve even grown to like the sound it makes. But it does have too much lag, far more than Ferrari’s similarly configured motor, so it’s not as if it’s not possible.