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Jeff can drive and the 600LT is perhaps the most desirable current McLaren outside of the hypercars. A low to mid 1:40 at Sears is really quite quick, especially under the conditions (new to the car, very hefty passenger, not his car, knackered tires, etc). I was there Saturday in my 570S and had a great time knocking off almost 7 years of rust. BTW, there were what, about 25-30 McLarens there, and everybody ran all day with no mechanical issues whatsoever that I saw. The only mechanical casualty was a 430 Scud that a potential McLaren buyer brought for the day, he was smoking up a storm with a coolant issue of some kind.
Originally Posted by yesyoucan
Mclaren 600 LT on track at Sonoma Raceway:
Some Notes:
First time he is driving 600 LT
Driven at 8/10th's
Trofeo tires had 2.5 track days on them
Passenger weight: Approximately 250 pounds
Additional weight with Giro Discs and Cobalt Pads (According to people who know more then me; the rolling mass is equal to an additional mid size passenger).
Best Lap time: 1:46, Rolling best lap time:: 1:44, (comment from driver: it's a 1:41 car )
Other notes about track day:
This was the fourth session overall for the day (A few people had already left for the day).
Sonoma Raceway doesn't allow beginner groups or coaching unless it is through Simraceway. Therefore, there was no novice or beginner group)
Most common car was 720s
About Six 600 LT's. (From what I could tell; This was the first Mac of the other 600 LT owners on track):
Most common tip that I gave to the other owners: The car has to be in Esc-Dynamic mode or it will cut power in just about every turn (I gave this tip based on discussions between sessions. It felt like an entirely different car to them after they drove in this mode).
Next posting is the video. Well worth it to watch the entire thing and read his captions. He has driven a 720s at Laguna Seca and has coached inside a P1 and Senna at Laguna Seca.
Hey guys, on the topic of exhaust systems I wanted to chime in and mention that we have product offerings for most McLaren models. I listed them out below along with links to their product pages to review. They include catted and catless downpipes, rear exhaust systems, and we have a tuning solution for any fellows that want to go catless without check engine lights and maximize performance. To note, we have a lifetime warranty on our material/workmanship and we warranty the HJS cat cores for three years. Our warranty INCLUDES track use and we have a strict no excuses, no BS customer service policy. If anyone has any questions on the product offerings/development on you vehicle, please feel free to give me a call or ask and I'll provide further information. I'm not going to spill the extensive write ups, photos, and videos in this lovely thread unless it's relevant and requested haha.
C.J. - I'm quite interested in chatting with you on this topic. I know you're a busy guy, but if you have some free time to give me a ring my cell is 484 883 6197.
Jeff can drive and the 600LT is perhaps the most desirable current McLaren outside of the hypercars. A low to mid 1:40 at Sears is really quite quick, especially under the conditions (new to the car, very hefty passenger, not his car, knackered tires, etc). I was there Saturday in my 570S and had a great time knocking off almost 7 years of rust. BTW, there were what, about 25-30 McLarens there, and everybody ran all day with no mechanical issues whatsoever that I saw. The only mechanical casualty was a 430 Scud that a potential McLaren buyer brought for the day, he was smoking up a storm with a coolant issue of some kind.
Yeah, myself and one other car was behind the Scud when it started smoking. We were backing off and trying to get off his line. He went around for about 3 laps with that smoke coming out. The oddest thing was that it would stop smoking as he was coming into view of the flag workers. He was lucky that it didn't go on fire.
“Additional weight with Giro Discs and Cobalt Pads (According to people who know more then me; the rolling mass is equal to an additional mid size passenger).”
I’m wondering why anyone who just spent the money on a 600LT would do this. Aren’t the rotors and pads the same Brembo CCMs found on the C7 Z06? If so, they aren’t that expensive to replace compared to PCCMs, etc.
“Additional weight with Giro Discs and Cobalt Pads (According to people who know more then me; the rolling mass is equal to an additional mid size passenger).”
I’m wondering why anyone who just spent the money on a 600LT would do this. Aren’t the rotors and pads the same Brembo CCMs found on the C7 Z06? If so, they aren’t that expensive to replace compared to PCCMs, etc.
Perhaps they’re different on the 600LT?
Bish
600 LT and 720s share the same brake system. You can go to the Z06 but need 675 hats. However, the OEM front pads on the 720s go out very fast. It would still eat into the rotors.
(I've learned the very expensive way). Cobalt pads have a different shape and are lasting an extremely long time.
Anyone who has tracked a 720s at hard braking tracks (laguna seca, cota); know that you have to go to steel. Might as well do it sooner rather then later.
Hey guys, on the topic of exhaust systems I wanted to chime in and mention that we have product offerings for most McLaren models. I listed them out below along with links to their product pages to review. They include catted and catless downpipes, rear exhaust systems, and we have a tuning solution for any fellows that want to go catless without check engine lights and maximize performance. To note, we have a lifetime warranty on our material/workmanship and we warranty the HJS cat cores for three years. Our warranty INCLUDES track use and we have a strict no excuses, no BS customer service policy. If anyone has any questions on the product offerings/development on you vehicle, please feel free to give me a call or ask and I'll provide further information. I'm not going to spill the extensive write ups, photos, and videos in this lovely thread unless it's relevant and requested haha.
C.J. - I'm quite interested in chatting with you on this topic. I know you're a busy guy, but if you have some free time to give me a ring my cell is 484 883 6197.
600 LT and 720s share the same brake system. You can go to the Z06 but need 675 hats. However, the OEM front pads on the 720s go out very fast. It would still eat into the rotors.
(I've learned the very expensive way). Cobalt pads have a different shape and are lasting an extremely long time.
Anyone who has tracked a 720s at hard braking tracks (laguna seca, cota); know that you have to go to steel. Might as well do it sooner rather then later.
I was the ballast in the 600LT video. At the beginning of the day, we all agreed that Jeff is too fast and we need to level out the field. He was penalized with *270* lbs of extra weight, yet still won the HPDE.
The 600LT is just badass. I was lucky enough to drive one of McLarenSF's demo 600LT for a session prior to the ride with Jeff - it was the most fun to drive car I've been in on track. What a way to get back on track after a nearly 7 month vacation from the sport.
Sure got me thinking whether the next track car will be another GT3 RS or a 600LT...
I was the ballast in the 600LT video. At the beginning of the day, we all agreed that Jeff is too fast and we need to level out the field. He was penalized with *270* lbs of extra weight, yet still won the HPDE.
The 600LT is just badass. I was lucky enough to drive one of McLarenSF's demo 600LT for a session prior to the ride with Jeff - it was the most fun to drive car I've been in on track. What a way to get back on track after a nearly 7 month vacation from the sport.
Sure got me thinking whether the next track car will be another GT3 RS or a 600LT...
I got a ride with Jeff in a 720S at Laguna, he's an excellent driver, super confident with terrific car control. I came away from the Laguna ride with a high degree of respect for both the car and the driver. I've got a lot of laps at Laguna over a 40 year period and the 720S launch out of the corners was something I was simply not prepared for. Just wow. But really, for track work, the 600LT is the way to go, McLaren really nailed it with that car.
I now have a bunch of laps in the 600LT almost always with 3RS' on track with me. My takeaway: I believe the Probst lap. I think the 3RS has significantly more grip than the 600LT and thus performs well in more technical tracks. It just has *way* more rubber (265/325 vs 225/285) and downforce (900 lbs vs 200 lbs) and isn't that much heavier. On tracks with fewer technical sections the 600LT horsepower advantage dominates. In practice: I felt fairly easily faster than 3RS' at Thunderhill and had a tough time keeping up (couldn't actually) at The Ridge.
Further, the Trofeo Rs just get obliterated with the OEM alignment. And, unfortunately, you cannot dial in nearly enough camber with stock adjustments. Sill need to figure that out.
Oh, and the car overheated ("Catalyst too hot") three times across 3 days at Thunderhill (it was 90+ ambient temp out).
I’m wondering why anyone who just spent the money on a 600LT would do this. Aren’t the rotors and pads the same Brembo CCMs found on the C7 Z06? If so, they aren’t that expensive to replace compared to PCCMs, etc.
Perhaps they’re different on the 600LT?
Bish
The pads are ~$1900 for a set (all 4) and once the CCBs are no longer brand new (and thus abrasive) the pads can last for as few as 3 sessions. $1900 for less than a day at the track is stupid. Unfortunately, there are no other pad options as of right now (apparently there is a Pagid option due any day now).
I swapped to Girodisc with OEM caliper and Cobalt XR1 pads and they are really great. Should be a no brainer for anyone taking 600LT on track.
I now have a bunch of laps in the 600LT almost always with 3RS' on track with me. My takeaway: I believe the Probst lap. I think the 3RS has significantly more grip than the 600LT and thus performs well in more technical tracks. It just has *way* more rubber (265/325 vs 225/285) and downforce (900 lbs vs 200 lbs) and isn't that much heavier.
In the Pobst lap/comparison the 3rs was on Cup2 R. Different ball game altoghether on those tyres....
The pads are ~$1900 for a set (all 4) and once the CCBs are no longer brand new (and thus abrasive) the pads can last for as few as 3 sessions. $1900 for less than a day at the track is stupid. Unfortunately, there are no other pad options as of right now (apparently there is a Pagid option due any day now).
I swapped to Girodisc with OEM caliper and Cobalt XR1 pads and they are really great. Should be a no brainer for anyone taking 600LT on track.
[QUOTE=ILLCOMM;15825909]The pads are ~$1900 for a set (all 4) and once the CCBs are no longer brand new (and thus abrasive) the pads can last for as few as 3 sessions. $1900 for less than a day at the track is stupid.
I now have a bunch of laps in the 600LT almost always with 3RS' on track with me. My takeaway: I believe the Probst lap. I think the 3RS has significantly more grip than the 600LT and thus performs well in more technical tracks. It just has *way* more rubber (265/325 vs 225/285) and downforce (900 lbs vs 200 lbs) and isn't that much heavier. On tracks with fewer technical sections the 600LT horsepower advantage dominates. In practice: I felt fairly easily faster than 3RS' at Thunderhill and had a tough time keeping up (couldn't actually) at The Ridge.
Further, the Trofeo Rs just get obliterated with the OEM alignment. And, unfortunately, you cannot dial in nearly enough camber with stock adjustments. Sill need to figure that out.
Oh, and the car overheated ("Catalyst too hot") three times across 3 days at Thunderhill (it was 90+ ambient temp out).
Trying to be as honest and unbiased as possible.
That said, love the car. It's ... insane.
In your opinion, what work would be needed to close the gap? Bigger wheels to get wider and equal (Cup2/R?) tyres and a good alignment could even things out?
05-06-2019, 12:39 PM
