All language subtitles for How.Its.Made.Dream.Cars.S03E06.McLaren.650S.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

Narrator: TODAY ON
"HOW IT'S MADE: DREAM CARS,"

THE McLAREN 650S,

A SUPERCAR FOR THE RACE TRACK
OR THE OPEN ROAD.

-- Captions by VITAC --
www.vitac.com

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

FAMED NEW ZEALAND DRIVER
BRUCE McLAREN

WON HIS FIRST RACE
IN THE AUSTIN 7 ULSTER.

HE FOUNDED BRUCE McLAREN RACING
IN 1963.

THE TEAM COMPETED AND WON
IN THE FORMULA ONE, CAN-AM,

INDY 500, AND LE MANS RACES.

TODAY, McLAREN CARS

ARE LEGENDARY FOR
THEIR EXTRAORDINARY PERFORMANCE.

IN 1992, THE CAR MAKER
UNVEILED THE McLAREN F1,

A ROAD CAR THAT REWROTE
THE SUPERCAR RULE BOOK.

WITH THE F1,
McLAREN DISTILLED

ITS UNPARALLELED SUCCESS
ON THE TRACK

INTO THE FASTEST
NATURALLY-ASPIRATED

PRODUCTION CAR IN THE WORLD.

THE 650S CONTINUES
THE TRADITION.

IT IS A SERIES PRODUCTION
SUPERCAR

AVAILABLE AS A COUPE
OR CONVERTIBLE.

THE CAR'S TWIN-TURBO V8

IS THE POWERHOUSE BEHIND
A BLISTERING ACCELERATION PACE.

IT HAS A TOP SPEED
OF 207 MILES PER HOUR

AND CAN GO FROM 0 TO 60
IN JUST THREE SECONDS.

BACK IN 1981,

McLAREN PIONEERED THE USE
OF CARBON FIBER IN FORMULA ONE.

AND IN 1992, THE McLAREN F1

BECAME THE WORLD'S FIRST
CARBON-FIBER ROAD CAR.

THE 650S IS NO EXCEPTION.

IT'S FITTED WITH A LIGHTWEIGHT
CARBON-FIBER MONOCELL CHASSIS

WITH ALUMINUM CRASH STRUCTURES
BOLTED TO THE FRONT AND REAR.

THE McLAREN PRODUCTION CENTRE

IS LOCATED NEXT DOOR
TO THE McLAREN TECHNOLOGY CENTRE

IN SURREY, ENGLAND.

AT THIS STATION,

A TECHNICIAN ASSEMBLES THE FRONT
AND REAR CRASH STRUCTURES

ONTO THE CARBON-FIBER MONOCELL.

A SPECIALIZED FIXTURE HELPS HIM
MANUALLY GUIDE THE STRUCTURES

INTO PLACE.

HE USES A WRENCH WITH A PRESET
TORQUE SPECIFICATION

TO TIGHTEN THE BOLTS.

LIKE MANY SUPERCARS,
THE 650S IS HAND-BUILT.

EVEN THOUGH THERE ARE
NO CONVEYER BELTS

OR ROBOTS IN THIS FACILITY,

McLAREN STILL MANAGES
TO CONSTRUCT EIGHT CARS A DAY.

THE TECHNICIAN MARKS EACH BOLT

TO NOTE THAT IT'S BEEN TIGHTENED
TO THE CORRECT TORQUE.

A TWO-PART, HIGH-STRENGTH
STRUCTURAL ADHESIVE

IS APPLIED TO LARGE PARTS
OF THE BODY STRUCTURE,

LIKE THIS WINDSHIELD FRAME.

THE TECHNICIANS CLAMP THE PART
IN PLACE

WITH THE HELP
OF PRECISION SET PINS

AND MYLARS.

THESE POSITIONING TOOLS
MUST BE INCREDIBLY ACCURATE

SO THAT WHEN THE MONOCELL
SLIDES INTO PLACE,

THE PREBINDED COMPONENT
CAN ROTATE DIRECTLY ONTO IT.

A TECHNICIAN NOW TRANSFERS
THE COMPLETED ASSEMBLY

ONTO A DOLLY

AND WHEELS IT
TO THE NEXT STATION.

HERE AT BODY ASSEMBLY
STATION 90,

TECHNICIANS BRING
THE FINAL BODY PANELS

TO A FIXTURE EQUIPPED
WITH AN AIR VAC SYSTEM

WHICH SUCTIONS THE PARTS
IN PLACE.

ONCE A TECHNICIAN SLIDES
THE MONOCELL INTO THE STATION,

IT'S CLAMPED SECURELY IN PLACE.

TECHNICIANS THEN MANUALLY ROTATE
THE PRELOADED PARTS ONTO IT.

AN AUTOMATED CERAMIC HEATER
SYSTEM WILL CURE THE ADHESIVE

IN JUST 35 MINUTES.

A MOTOR-POWERED MECHANICAL GATE
ROTATES THE ROOF PANEL

180 DEGREES
ONTO THE TOP OF THE CAR BODY.

THANKS TO THAT CERAMIC HEATER,

TECHNICIANS CAN UNCLAMP
THE FULLY CURED BODY PANELS

AFTER JUST 35 MINUTES.

IN THE CONTROLLED ENVIRONMENT

OF GEOMETRIC
AND SURFACE VALIDATION,

A COORDINATE MEASURING MACHINE,
OR CCM,

GOES TO WORK.

THE CCM HAS TWO AUTOMATED ARMS

THAT TRAVEL THE LENGTH
OF THE BODY,

MEASURING EVERY ELEMENT
OF THE ASSEMBLY.

EXTENDING FROM THE END
OF EACH ARM IS A SMALLER ARM

THAT CAN ROTATE 360 DEGREES.

THIS ROTATION ALLOWS THE ARM

TO ACCURATELY GAUGE
THE ENTIRE SURFACE AREA.

PRECISION PROBES

MOUNTED WITH A RUBY
AT THE TIPS OF THE SMALLER ARMS

TOUCH THE CAR BODY

AT 304 DIFFERENT SURFACE
AND GEOMETRIC POINTS.

THE PROBES RECORD EACH POSITION

AND COMPARE IT
TO THE DESIGN SPECIFICATIONS.

NEXT, PAINTERS SPRAY
EACH CAR BODY BY HAND.

McLAREN WORKS WITH AKZONOBEL
TO FORMULATE PAINT COLORS

USING A WATER-BASED SYSTEM
THAT REDUCES SOLVENT EMISSIONS.

IN THIS CASE, THE PAINTERS

ARE APPLYING
THE HERITAGE McLAREN ORANGE.

BRUCE McLAREN HIMSELF CHOSE THIS
PAINT FOR HIS EARLY RACE CARS.

A CLEVER BUSINESSMAN,

McLAREN KNEW THAT THIS COLOR
WOULD SET HIS RACE TEAM APART.

HE HAD NOTICED THAT, EVEN ON
THE BLACK-AND-WHITE TV SCREENS

OF THE 1960s,

ORANGE SHOWED UP
AS A DIFFERENT SHADE OF GRAY.

THERE ARE 30 DIFFERENT STATIONS
IN THE PAINT PROCESS.

ONCE COATED, A CAR BODY
MOVES THROUGH AN OVEN.

THE OVEN BAKES THE PAINT
AT A LOW TEMPERATURE TO CURE IT.

THEN, TECHNICIANS
POLISH THE SURFACES

BEFORE INSPECTORS
EXAMINE THE PAINT FOR ANY FLAWS.

Narrator: McLAREN DEVELOPED
THE AWARD-WINNING M838T ENGINE

FOR ITS NEW LINE OF SUPERCARS.

RICARDO, ANOTHER U.K.-BASED
TECHNOLOGY COMPANY,

ASSEMBLES
THIS EIGHT-CYLINDER POWERHOUSE,

WHICH FEATURES
TWIN TURBOCHARGERS.

RICARDO ASSEMBLES THE ENGINES
AT THIS FACILITY

IN SHOREHAM, U.K.

THE ENGINE MOVES
THROUGH 10 DIFFERENT STATIONS

DURING
THE MANUFACTURING PROCESS.

AT THIS STATION,

A TECHNICIAN APPLIES A LUBRICANT
TO THE EIGHT PISTONS

BEFORE INSTALLING THEM
IN THE ALUMINUM ENGINE BLOCK.

A GUIDE PLACED
OVER THE CYLINDER OPENINGS

HELPS THEM
WITH THE INSTALLATION.

ONCE THE TECHNICIAN
FINISHES INSTALLING THE PISTONS,

HE ROTATES THE ENGINE
TO GAIN ACCESS TO THE BOTTOM

OF THE CONNECTING RODS,

OR CON RODS.

HE ADDS BEARINGS AND ATTACHES
THE PISTONS TO THE CRANKSHAFT.

A TESTAMENT
TO McLAREN'S COMMITMENT

TO HANDCRAFTED PRECISION,

THE BEARINGS ARE INDIVIDUALLY
SIZED FOR EACH CON ROD.

WHEN TURNING, THE CRANKSHAFT
WILL CHURN OUT 616 HORSEPOWER

WITH THE ENGINE DISPLACING
JUST 3.8 LITERS.

ONCE THE PISTONS
HAVE BEEN FULLY INSTALLED,

A COMPUTER
NUMERICAL CONTROL MACHINE,

OR CNC,

APPLIES BONDING ADHESIVE
TO THE TOP SECTION OF THE BLOCK.

DESPITE ITS POWER,

THE ENGINE IS SURPRISINGLY
COMPACT AND LIGHTWEIGHT.

A SET OF GUIDE RODS

HELPS THE TECHNICIAN
LOCATE THE PART ON THE BLOCK.

THE TECHNICIAN FURTHER
STRENGTHENS THE BLOCK

WITH BOLTS.

NEXT, A WORKER POSITIONS
THE CYLINDER HEADS ON TOP.

THE TWO CYLINDER HEADS
HAVE DOUBLE OVERHEAD CAMSHAFTS.

TECHNICIANS USE PRECISION TOOLS
TO TIGHTEN EACH OF THE BOLTS

TO ACHIEVE OPTIMUM CLAMP LOAD.

A WORKER FITS THE DRIVETRAINS
TO THE FRONT OF THE ENGINE.

THESE WILL DRIVE
THE FOUR CAMSHAFTS

AND ENGINE ANCILLARIES.

McLAREN AND RICARDO
HAVE WORKED TOGETHER

TO OPTIMIZE EVERY DETAIL
OF THE M838T ENGINE.

THEIR WORK HAS BEEN RECOGNIZED

WITH THE PRESTIGIOUS
ENGINE OF THE YEAR AWARD

FOR TWO YEARS RUNNING

IN THE 3- TO 4-LITER CATEGORY.

DESPITE A POWER OUTPUT
OF 616 HORSEPOWER AT 7,500 RPMs,

THE ENGINE HAS THE LOWEST
CO2 EMISSIONS IN ITS CLASS.

THE TECHNICIAN HAS INSTALLED
ALL OF THE COMPONENTS,

BUT BEFORE HE CAN TEST THAT THE
ENGINE WILL TURN OVER CORRECTLY,

HE MUST ENSURE
THAT HE HAS APPLIED

THE CORRECT LEVEL
OF TENSION.

HE NOW FITS THE SPARK PLUGS
TO THE EIGHT CYLINDERS.

THE ENGINE DESIGNERS FOUND
WEIGHT-SAVING POSSIBILITIES

IN EVERY CORNER OF THE ASSEMBLY.

EVEN THE WALLS OF THE SPARK PLUG
TUBES HAVE BEEN THINNED,

REDUCING THEIR WEIGHT
BY 5 1/2 POUNDS.

WITH EVERYTHING IN PLACE,

THE FRONT COVER
AND CYLINDER HEAD COVERS

ARE INSTALLED,

COMPLETING THIS STAGE
OF THE ENGINE ASSEMBLY.

HERE AT STATION EIGHT,

TECHNICIANS FIT THE EXHAUST
MANIFOLD AND TWIN TURBOS

TOGETHER WITH THE REQUIRED
COOLANT AND LUBRICATION PIPES.

THERE ARE SOME TRICKY ELEMENTS
TO THE INSTALLATION PROCESS.

DESPITE THIS,

WORKERS MUST KEEP PACE
WITH THE PRODUCTION SPEED.

SPECIALIZED TOOLS
HELP THEM QUICKLY TIGHTEN BOLTS

TO THE CORRECT TORQUE
AT DIFFICULT ANGLES.

THE LIGHTWEIGHT
INTAKE MANIFOLD

IS ONE OF THE LAST PARTS
TO BE FITTED.

NEXT, THE TECHNICIAN
INSTALLS THE FUEL RAIL.

THE ENGINE'S FUEL CONSUMPTION
IS 24 MILES PER GALLON.

THIS IS EXTREMELY EFFICIENT
FOR A V8 SUPERCAR.

THE FULLY BUILT ENGINES

ARE TRANSFERRED
FROM THE PRODUCTION LINE

TO SPECIALLY DESIGNED PALLETS.

FROM HERE, TECHNICIANS

PREPARE THEM TO BE FITTED
ONTO A DYNAMOMETER, OR DYNO.

THIS TEST IS KNOWN AS BIPO,

WHICH STANDS FOR
"BREAK IN AND PASS OFF."

RICARDO TESTS EVERY ENGINE

TO ENSURE IT MEETS
ALL OF ITS PARAMETERS.

OPERATORS REV THE ENGINE
RIGHT UP TO THE LIMITER

AND IN SOME CASES
BRING IT TO FULL POWER.

DURING THESE TESTS,

THE EXHAUST SYSTEM HEATS UP
TO OVER 1,700 DEGREES.

Narrator:
ONCE RICARDO TECHNICIANS
FULLY ASSEMBLE THE ENGINES,

THEY SEND THEM HERE
TO THE McLAREN PRODUCTION CENTRE

IN SURREY, ENGLAND.

THESE PAINTED CAR BODIES
ARE READY TO MEET

THEIR BRAND-NEW,
STATE-OF-THE-ART POWERTRAINS.

AT THE START
OF THE GENERAL ASSEMBLY LINE,

A TECHNICIAN BRINGS THE
POWERTRAIN OVER TO A CAR BODY.

HE POSITIONS THE POWERTRAIN
DIRECTLY UNDER THE BODY.

THE BODY WILL THEN BE LOWERED
ONTO THE POWERTRAIN.

AT A DIFFERENT
SUBASSEMBLY STATION,

TECHNICIANS
HAVE ALREADY UNITED THE ENGINE

WITH ITS SEVEN-SPEED,
DUAL-CLUTCH GEARBOX.

WHEEL-MOUNTED ROCKER PADDLES

ALLOW DRIVERS
TO SHIFT THE TRANSMISSION

BETWEEN FULLY AUTOMATIC,
SEMIAUTOMATIC,

AND FULLY MANUAL MODES.

A TECHNICIAN FITS A HEAT SHIELD
OVER THE ENGINE

BEFORE INSTALLING
THE EXHAUST SYSTEM.

HE USES
A BATTERY-POWERED WRENCH

TO SECURE THE COMPONENTS
TEMPORARILY.

HE COMPLETES THE PROCESS WITH
A PRESET MANUAL TORQUE WRENCH.

THE EXHAUST SYSTEM
HAS BEEN DESIGNED TO OPTIMIZE

BOTH EFFICIENCY
AND SOUND QUALITY.

A CARBON CERAMIC BRAKING SYSTEM
COMES STANDARD ON THE 650S.

IN THE 1970s,

THE AEROSPACE INDUSTRY
PIONEERED THE MANUFACTURING

OF THIS COMPLEX,
HIGH-PERFORMANCE MATERIAL.

BY THE 1980s,

IT BEGAN APPEARING
ON RACE CARS.

NOT ONLY IS IT LIGHTER
THAN METAL,

IT'S MORE DURABLE,
RESISTS CORROSION BETTER,

AND CAN OUTPERFORM
TRADITIONAL BRAKE DISCS

IN BOTH WET AND DRY CONDITIONS.

AT THIS STATION,

A TECHNICIAN PREPARES THE CAR

FOR AN OPERATION CALLED
THE ENGINE RUN-UP.

HE PLUGS
AN EXHAUST EXTRACTION SYSTEM

INTO A VENT HIDDEN IN THE FLOOR.

THIS WAY, WHEN THE VEHICLE
IS STARTED FOR THE FIRST TIME,

EXHAUST GASSES ARE VENTED
OUT OF THE BUILDING.

THE VEHICLE HAS PASSED
THE ENGINE RUN-UP PHASE.

IT'S TIME TO INSTALL
THE ENGINE COVER.

THIS INCLUDES
ANOTHER HEAT SHIELD,

CREATING A SANDWICH LAYER.

THE ADDED LAYER QUICKLY REDUCES
EXHAUST GAS TEMPERATURES

FROM OVER 1,600 DEGREES
TO JUST UNDER 600.

A PREFITTED PROTECTIVE COVERING

PREVENTS DAMAGE
TO THE PAINTWORK

DURING INSTALLATION.

THE TECHNICIAN CAN NOW FIT
THE AIR BRAKE

ONTO ITS MECHANISM.

THE AIR BRAKE INCREASES
BRAKING PERFORMANCE.

IT ALSO ADDS DRAG
AND REAR DOWNFORCE.

TWO TECHNICIANS MOVE
THE CAR'S LIGHTWEIGHT WINDSHIELD

ONTO ITS FRAME,

WHERE ADHESIVE BONDS IT
IN PLACE.

McLAREN HAS MAXIMIZED
THE DEPTH OF THE WINDSHIELD

TO ENHANCE VISIBILITY
FOR THE DRIVER.

McLAREN'S SIGNATURE
DIHEDRAL DOORS

FIRST APPEARED
ON THE LEGENDARY F1.

WITH JUST A SINGLE HINGE
FOR AN ATTACHMENT POINT,

THE DOOR SYSTEM IS EYE-CATCHING.

AT THE SAME TIME,
IT'S PRACTICAL,

STRAIGHTFORWARD, AND LIGHTER
THAN CONVENTIONAL DOORS.

AFTER CAREFULLY FITTING
THE DOOR

AND ENSURING ALL MEASUREMENTS
MEET THE EXACTING PARAMETERS

SPECIFIED BY THE DESIGNERS
AND ENGINEERS,

THE TECHNICIAN WIPES DOWN
THE SURFACE.

THE GENERAL ASSEMBLY LINE FOR
THE 650S FEATURES 34 STATIONS.

VEHICLES MOVE FROM STATION
TO STATION EVERY 48 MINUTES,

COMPLETING THE LINE
IN ROUGHLY 27 HOURS.

McLAREN BUILDS BOTH
THE 650S COUPE AND CONVERTIBLE

ON THIS LINE SIMULTANEOUSLY.

Narrator:
THIS McLAREN 650S IS ASSEMBLED.

NOW, IT'S TIME
FOR TUNING AND TESTING.

IN THE WHEEL ALIGNMENT
AND GEOMETRY AREA,

TECHNICIANS CHECK
ALL KEY CAMBERS AND ALIGNMENTS

BEFORE PREPARING THE CAR
FOR DYNAMIC TESTING.

WHEEL ALIGNMENT IS CRUCIAL FOR
SAFE AND EFFICIENT PERFORMANCE.

McLAREN USES A HUB-MOUNTED
WIRELESS WHEEL ALIGNMENT SYSTEM

THAT DEPLOYS MULTIPLE CAMERAS

TO ACCURATELY DETERMINE

THE EXACT POSITION
OF THE WHEELS.

TECHNICIANS MANUALLY
ADJUST THE ALIGNMENT

TO ENSURE IT MEETS
THE EXACT DESIGN REQUIREMENTS.

THE WHEELS ARE CUSTOM-MADE
FROM A LIGHTWEIGHT FORGED ALLOY

SPECIFICALLY FOR THE 650S.

PIRELLI,
A McLAREN TECHNOLOGY PARTNER,

CUSTOM-DEVELOPED THE P ZERO
CORSA TIRES FOR THE 650S.

ONCE THE WHEELS
HAVE BEEN ACCURATELY ALIGNED,

TECHNICIANS REMOVE
THE WIRELESS SYSTEM.

THEN, EACH CAR IS SUBJECTED
TO A FINAL DIAGNOSTIC TEST.

THIS INCLUDES CYCLING
THE AIR BRAKE

THROUGH ITS RANGE OF MOTION.

TO DISPLACE WEIGHT
AND CHECK THE SUSPENSION SYSTEM,

EVERY VEHICLE MUST TRAVEL OVER
THE DYNAMIC DISPLACEMENT ZONE.

THIS GLASS CUBE HOUSES
THE DYNAMIC TESTING EQUIPMENT.

HERE, THE CARS RUN
ON A ROLLING ROAD.

A DRIVER PUTS IT THROUGH
A RIGOROUS TESTING PROGRAM.

A COMPUTER MONITOR
IN FRONT OF THE CAR

DETAILS THE TESTING STEPS
AND REGISTERS THE RESULTS.

MOST OF THE MAJOR COMPONENTS
OF THE CAR

HAVE ALREADY UNDERGONE
EXTENSIVE TESTING.

THE ENGINE ALONE GOES THROUGH
5,000 HOURS OF BASIC TESTING

FOLLOWED BY 3,000 HOURS
OF TRACK SIMULATION.

ONCE THE TEST IS COMPLETE,

THE DRIVER EXITS
THE DYNAMIC TEST

AND HEADS FOR THE NEXT STATION.

NEXT, THE CAR ENTERS AN EXTREME
WET-WEATHER TESTING CHAMBER.

McLAREN CALLS THIS
"THE MONSOON TEST."

TRUE TO ITS NAME,

THE FACILITY RELEASES
A TORRENT OF RAIN ON THE CAR.

OVER 4,000 GALLONS
OF WATER HAMMERS

THE SURFACE OF THE 650S
FROM EVERY DIRECTION.

TRUE TO McLAREN'S
EFFICIENCY GOALS,

EVERY GALLON
IS RECYCLED AND DEIONIZED.

EVERY MODEL BUILT
AT THE McLAREN PRODUCTION CENTRE

MUST ENDURE
AN EXTENSIVE ROAD TEST.

McLAREN CALLS THIS
"A SHAKEDOWN."

TO PREPARE THIS 650S
FOR ITS SHAKEDOWN,

THE TECHNICIAN
APPLIES PROTECTION

OVER THE CAR'S
LOWER BODY WORK.

THIS OPERATION MUST BE DONE
BOTH QUICKLY AND ACCURATELY

TO PREVENT
THE CAREFULLY PREPARED CAR

FROM BEING DAMAGED
DURING THE ROAD TEST.

EACH 650S GOES THROUGH
THE DYNAMIC TESTING PHASE

WITH THE FINAL ALLOY WHEELS
AND TIRES

THAT IT WILL BE WEARING

WHEN THE CUSTOMER
FIRST DRIVES IT.

BUT FOR THE SHAKEDOWN,
THE TECHNICIAN

TEMPORARILY REPLACES THEM
WITH AN IDENTICAL SET

THAT HAS BEEN PUT ASIDE
FOR THIS PURPOSE.

NOW, A McLAREN TECHNICIAN

TAKES THE 650S OUTDOORS
FOR THE FIRST TIME.

HE TESTS EVERY ELEMENT
OF THE CAR'S PERFORMANCE.

AN EXTENSIVE TEST
ON ROAD AND TRACK IS REQUIRED,

WORKING THROUGH
THE VARIOUS SYSTEMS

BOTH INTERNALLY AND EXTERNALLY.

THIS IS A STANDARD PROCEDURE

IN HIGH-PERFORMANCE
CAR MANUFACTURING.

IT FOLLOWS
AN ENGINEERING CONCEPT

KNOWN AS THE BATHTUB CURVE.

ACCORDING TO THIS CONCEPT,

ANY COMPONENTS THAT MIGHT FAIL
WILL FAIL EARLY,

SO WHAT SURVIVES THE SHAKEDOWN
WILL LAST A LONG TIME.

ON A GRAPH,

THIS CONCEPT SHOWS UP AS A CURVE
THAT LOOKS LIKE A BATHTUB,

HENCE THE NAME.

THIS CAR HAS PASSED
THE SHAKEDOWN TEST

AND HAS FINALLY EARNED
ITS McLAREN BADGE.

THIS ICONIC SYMBOL
WAS INSPIRED

BY THE ONE ON THE HOOD
OF THE LEGENDARY F1.

THE 650S LOGO COMPLETES
THE EXTERIOR STYLING.

IT'S TIME FOR THE LAST PHASE
OF PRODUCTION

AND ONE FINAL QUALITY CHECK.

INSPECTION LIGHTING

REVEALS
ANY POTENTIAL DAMAGE DONE

DURING THE SHAKEDOWN.

IT'S HERE THAT EACH CAR
RECEIVES A FINAL POLISH

BEFORE IT'S HANDED OVER
TO THE DISPATCH TEAM

FOR DELIVERY.

THE SHAPE
OF THE L.E.D. HEADLAMPS,

THE DISTINCTIVE DOOR BLADES,

AND FRONT
AND REAR BUMPER DESIGN

ALL CONTRIBUTE TO
THE DRAMATIC LOOK OF THE 650S.

AS STANDARD,
McLAREN TRIMS THE 650S INTERIOR

WITH LIGHTWEIGHT
ALCANTARA UPHOLSTERY.

THE ELECTRICALLY RETRACTABLE
HARDTOP ROOF

AUTOMATICALLY LOWERS
IN JUST 17 SECONDS.

THIS CAN BE DONE AT REST

OR AT ANY SPEED
UP TO 20 MILES PER HOUR.

BRUCE McLAREN
DREAMED OF LAUNCHING

A ROAD-LEGAL SPORTS CAR,

BUT SADLY, HE DIED IN 1970

WHILE TESTING
HIS LATEST CAN-AM RACER.

THE RELEASE OF THE CELEBRATED F1
IN 1992

FULFILLED HIS DREAM.

THE 650S
IS THE MOST RECENT ADDITION

TO A RANGE
OF McLAREN SUPERCARS

THAT SPEED
BRUCE McLAREN'S LEGACY

INTO THE 21st CENTURY.