SHARP FOCUS
The newest member of Mclaren’s Ultimate Series proves worthy of its big name
STEPPING out of the low-slung cockpit and back onto the pit lane, every ounce of my being wants to wave to an imaginary crowd of ecstatic race fans packed into the grandstand at the opposite side of Estoril Autodrome’s main straight. The beads of sweat streaming down my forehead add to the heightened drama of the moment and, despite there being no official timing equipment to confirm it, it’s likely I’ve just shattered the standing lap record around one of Europe’s most challenging old-school circuits. I feel pumped yet completely prepared for the press conference to follow.
Active imagination aside, my final-three flying laps at Estoril accounted for some of the most exhilarating moments I’ve ever experienced behind the wheel of a car. And it’s exactly this reaction Mclaren was targeting when it signed off the concept for its newest hypercar, aptly named after one of its greatest ambassadors, Formula One legend Ayrton Senna.
Compared with the P1 from which it inherits its class captain’s badge, this second member of Mclaren’s Ultimate Series represents a decidedly less complex and more track-focused project. While the intricacies of the P1’s hybridised drivetrain setup will play a significant role in Mclaren’s medium- to longterm plans, the relative mass penalty associated with this setup was deemed unacceptable for a car tasked with being the company’s “ultimate road-legal track car”. As such, the 1 198 kg Senna is round 200 kg lighter than the P1 hypercar.
While I’d hoped to report the shape of the newest Mclaren road car appears more resolved in the metal, there’s simply no escaping the fact that, in penning the Senna to meet its focused brief, fluidity of design was sacrificed at the altar of aerodynamics. That said, a closer inspection of some of the aero elements reveals a level of intricacy and sophistication which only emphasises Mclaren’s attention to go-faster detail. Picture the wind tunnel-generated images of air passing through, under and around the Senna’s exaggerated overhangs and pylon-mounted wing, and know this is a car that looks best on the move. And move it certainly does.
Bolted behind the company’s
latest-generation Monocage III carbon- bre tub – and fed predominantly via a roof-mounted snorkel – is the most powerful iteration of the brand’s M840TR twin-turbocharged 4,0-litre V8 engine. Featuring lightweight camshafts, pistons and connecting rods, as well as a racinginspired at-plane crankshaft, it delivers 588 kw and 800 N.m of torque to the rear wheels via a seven-speed dual-clutch transmission. These gures translate to a claimed 0-100 km/h sprint time of 2,8 seconds, reaching 200 km/h a mere four seconds later.
With fond memories of the tear-inducing overtaking prowess of the 720S tested in our June issue etched into my brain, my delight at being briefly reacquainted with one of the fastest cars I’d driven for some sighting laps was quelled somewhat with the news that, in the right hands, the Senna is a full six seconds faster around the 4,18 km Estoril circuit than the 720S. No pressure, then…
Straight away, trading the 720S’ conventional seatbelt for the Senna’s full racing harness mounted directly to the tub heightens the level of expectation. While the single-piece racing seat (available in three shapes) adjusts fore and aft only, a wide degree of rake-and-reach movement on the steering column allows for a lower driving position than the brand’s road-focused models. Keen to keep the interior free from distractions and also functional while wearing a helmet, many of the controls, including the door releases and starter button, have been relocated to an overhead panel.
Designed to be driven both to and on the track, Mclaren’s RaceActive Chassis Control II offers a full menu of driving
modes aimed at offering as much on-road comfort as a car with lap times firmly on its mind can muster. As a gesture of intent, race mode lowers the car’s nose by 39 mm and the rear haunches by 30 mm, simultaneously adjusting all associated systems to their sharpest settings.
Deep into my second stint on the track and having seemingly earned the trust of my instructor, the earpiece in my helmet falls silent and I’m left to concentrate on mastering the circuit where the late Ayrton Senna clinched his first F1 victory in 1985.
The hydraulically interconnected suspension at its firmest setting and the bespoke Pirelli P Zero Trofeo R tyres up to temperature, I am completely immersed in the driving experience, every subtle transfer of weight and clatter of a rumble strip communicated via a steering wheel, pedals and seat that feel hardwired into, rather than simply fastened onto, the Senna. Even in its most focused setting, each lightning-fast gearshift is despatched fluidly.
A short shift into third gear and a wide open throttle on the exit of Estoril’s tight fourth turn sees the Senna powering relentlessly towards the track’s famous fifth-corner kink. In the earlier driver’s briefing, we were told the faster you take this bend, the more effective the car’s active aero is. My face grimaced and backside clenched, I place my trust in the hands of my clan as I keep my right foot planted and steer decisively to the clipping point. Here, at 210 km/h, I’m close to the 250 km/h point at which the Senna reportedly generates 800 kg worth of downforce … 40% more than the P1 at the same speed.
No sooner has my expression turned from a wince to a picture of sheer elation and we’re closing in on the 90-degree turn six at close to 280 km/h. Eight laps into my stint, I’m still not brave enough to wait, as suggested, for the 100-metre marker before calling upon the most effective braking system (supplemented by the wing that tilts through 25 degrees) I’ve ever experienced to shed enough pace to afford the front tyres a reasonable chance of turning in.
Rejoicing in both the level of communication and freedom allowed by the Senna’s playful ESC dynamic setting, I have a few sideways moments in the final section of the track before placing the car neatly on the inside of the famous Parabolica Curve, delicately managing my throttle inputs to achieve an optimal exit towards the finish line … and new lap record. Possibly.
As quick or, indeed, as relatively slow as my eventual lap times were, I’ve never felt as intricately connected and tuned into every working part of a car as I was in the Senna. The fact that you can still drive it home after a track session simply adds to the appeal. Say what you will about the styling, like the man it’s named after, the Mclaren Senna is poised for legendary status.
A total of eight Sennas are destined for South Africa, with the first deliveries scheduled for year-end.