Original subtitles

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.