How does the 992 GT3 size up against its two sharpest rivals from Japan and the UK? JethroBovingdon found out in our epic group test first published in evo 289 –
, rolling on ultra-lightweight forged wheels that save a barely believable 17kg and are secured with titanium bolts that cut weight by a further 420 grams. The view out is extraordinarily panoramic in typical McLaren style, but the plunging A-pillars do obscure the carbonfibre louvres on the front wings. Nice to know they’re there, though: reducing wheel well pressure, venting hot gases and saving 1.2kg.
I’m pretty pumped, too. The McLaren really is a fabulously exciting car to be in. Even on a long motorway schlep and when cursed with those fabulous looking seats from the Senna. I’ve tried these several times before and, honestly, they’re just a bit rubbish. Rattling around the larger size versions is a bruising experience and these more svelte versions remain loose across the shoulders but painfully tight in, er, other areas. Let’s just say it’s a good job I have plenty of kids already.
After a 20-minute blast in the GT3, you can’t help wondering if we should have looked even further beyond obvious rivals to really interrogate Porsche’s latest creation. Maybe anwould deal it a hammer blow? Or a 765LT? Yet, remarkably, the 600LT and Nismo aren’t just hanging on to the GT3’s swan-neck rear wing with the very tips of their fingers. They’re right there, boost gauges pinned to max and in the DRS zone, so to speak.
So you need some patience to bond with the McLaren and to tune into its way of doing things. It’s worth the effort, because whilst the 600LT never gets to a place where it possesses the sheer, outrageous grip and response of the GT3 and Nismo, it does entertain in other ways. Firstly, it feels so wonderfully light and fluid and, once up to speed in medium- and high-speed corners, the LT has such a magical ability to work all four corners equally.
It’s a really fascinating chassis, this. No question, it turns in with more precision than ever before and requires almost Ferrari-minimalist inputs. Meanwhile, the way the engine revs rapidly flare as the road bucks and rolls with the scenery reveals limited wheel travel. Yet the short stroke of each damper works so effectively and the landings are so controlled that the GT3 calls to mind a WRC car running on tarmac.
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