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McLaren 650S to start at $265,500 in US?

As the McLaren 650S inches towards US dealerships, one of the big questions on our mind is how much the mid-engined supercar will cost. We previously reported that European customers would be shelling out 232,500 Euros, which at the time was the equivalent of $318,000 (today, it's about $320,200). In that piece, we claimed US pricing would probably be well below that number, and thanks to some supposedly leaked intel, it looks like we were correct. DragTimes claims the hardtop 650S will start at $265,500, which actually strikes us as a bit of a bargain for a 641-horsepower, mid-engined super car. It should be noted that the list of optional extras, which is what will really drive up the price of the 650S, doesn't differ from the European options sheet we showed you back in February. That means there's a load of carbon-fiber trim pieces as well as plenty of performance options, like "super-lightweight" forged wheels, a carbon-fiber racing seat and a sport exhaust. Now, all this being said, we'd suggest taking these prices with a grain of salt. The European price leaks were accompanied by a physical price sheet that lent an air of credibility to the initial report - there's no such proof for these prices. We've reached out to McLaren to try and get confirmation on these, and we'll be sure to update this post as soon as we hear anything. Until then, head over to DragTimes for the full rundown, and let us know what you think in Comments. Is $265K a reasonable start price for a 650S? Which options from the price list would be must-haves? Have your say below. Featured Gallery McLaren 650S: Geneva 2014 View 18 Photos News Source: DragTimesImage Credit: Copyright 2014 Drew Phillips / AOL McLaren Coupe Performance pricing mclaren 650s

McLaren Sports Series rumored to produce 'well over' 500 horsepower

McLaren uses a 3.8-liter twin-turbo V8 in its two current cars, and that engine will feature in its third, entry-level car, too. It registers 727 horsepower in the P1, 641 hp in the 650S, and, while it's only speculation for the moment, Autocar reports that the coming McLaren Sports Series will be tuned to make "well over" 500 horsepower. Company CEO Mike Flewitt told the magazine, "Like our other models, this one will have a higher power-to-weight ratio and better performance figures than any rival." Starting price for the Sports Series – which will almost certainly get a more formal alphanumeric name –could come in around 130,000 pounds in the UK (circa $200k USD including British taxes), making it a 65-thousand-pound discount compared to the 650S. But with its overall size and weight expected to come close to the more expensive coupe, the Sports Series will go without the active aerodynamics and trick suspension of its elder sibling in order to create a performance gap. The report also says that since McLaren expects a much higher instance of use as a daily driver, a different door operation and thinner sill will make ingress and egress easier. To make sure it stands out in a growing field of race-tested competitors, McLaren will launch a GT3 model, but it will go the other way, too, with a turismo version "aimed at long-distance touring." If it does have 550 horsepower, how will the 130,000-pound coupe stack up on paper against its UK competitors? It will be more expensive than all of them, but also more powerful, and unless McLaren loses the plot, it will likely be more surgical around a track than any of them, as well. The 520-hp Porsche 911 Turbo costs 120,598 pounds, the 542-hp Audi R8 V10 Plus costs 114,835 pounds, and the 510-horsepower Mercedes AMG GT costs 109,160 pounds. We'll know where the Sports Series stacks up when its unveiled at the New York Auto Show. News Source: Autocar Rumormill New York Auto Show McLaren Coupe Luxury Performance mclaren sports series mclaren p13

McLaren 600LT First Drive Review | Longer, lighter and a lust for life

BUDAPEST, Hungary — There is no point when driving a McLaren 570S where you think, "Boy, this feels a bit soft, flabby and underpowered — what it really needs are some extra horses and a sharper setup." And yet that's exactly what McLaren has done for the 600LT, the brand's newest addition to the Sports Series and latest chapter in the "Longtail" story. Literally, this equates to nearly three inches of extra aero-enhanced bodywork and more power. Emotionally, it represents a lot more. Given that the previous installments were the F1 GTR and 675LT, you have some sense of where the 600LT sits, and the expectation it needs to live up to. Junior supercar or not, there's nothing babyish about this car's intent. My previous experience of McLaren Sports Series cars on track includes lapping Silverstone in the 570GT. On street-spec Pirelli P Zero tires and with steel brakes, this supposedly comfort-oriented model pulled 168 mph down Hangar Straight and is agile enough to shame supposedly track-focused supercars from a class above. Yet the 600LT has an extra 30 horsepower, carries significantly less weight, and wears semi-slick Trofeo R rubber on its spindly forged wheels. Figures include peak output of 592 horsepower, 0-60 mph in 2.8 seconds, 0-124 mph in 8.2 seconds and a top speed of 204 mph, and cornering speeds have increased compared to the more powerful and sophisticated 675LT. Just how sharp do they want to make this thing? The answer comes on another F1 track, this time the Hungaroring on the outskirts of Budapest. Before I'm allowed out in the LT, I get a handful of sighting laps in a 570S, until now the sharpest Sports Series in the range and already a formidably fast and agile car in its own right. Like any McLaren, it has a lovely combination of superb visibility, a driver-focused cockpit, pin-sharp controls and huge punch from the 3.8-liter, twin-turbocharged V8. Where others mask their forced induction, McLaren has always seemed proud to highlight the Millennium Falcon-style rush of boost, the trademark lack of curb weight offsetting any sense of low-rev lethargy. And sure enough, the 570S demands that its driver is on top of things. Greedy throttle applications require corrections at the wheel, while late braking from high speeds causes the rear axle to break loose, writhing about in marked contrast to the locked-down Super Series 650S or 720S. What can I expect to be different in the 600LT?