The 650S is the supercar McLaren should have built three years ago.
With a long history of building some of the world's most formidable Formula 1 cars — as well as a pair of road-going supercars that leave their drivers speaking in tongues (the F1 in the 1990s and the P1 hybrid this year) — McLaren knew it could do better.
So the British automaker gave the 12C an overhaul, making changes to about a quarter of the car, and slapping the new 650S name on it.
At its core, much of the car remains the same. A tidy 3.8-liter, twin-turbocharged V8 hooks up to a seven-speed dual-clutch gearbox and directs 641 horsepower and 507 pound-feet of torque to the rear wheels.
That's a gain of 25 horsepower and 64 pound-feet of torque over the 12C. This updated model packs on an extra 75 pounds, for 3,020 total, but its zero-to-60-mph time drops by a hair to 2.9 seconds.
The rear end looks essentially the same, as does the cabin. The front clip is completely new and echoes the curved lines of its P1 sibling. It finally gives this entry-level McLaren the head-turning panache that should come standard on anything with a $269,200 base price.
Underneath the gobsmacking body, the carbon-fiber tub remains, but the suspension has been retuned, the carbon-ceramic brakes have been updated for a more linear feel and the stability control has been reprogrammed. So has the exhaust system, to allow more of the V-8 growl to sneak out of the tailpipes.
The 12C was always deft on track and road, and the 650S is now deft with an edge, as if someone poured Red Bull in the 12C's gas tank. The 650S is more lively, more visceral and responds to your commands immediately, be they from the foot or hand. The steering is flawless.
The adjustable suspension setup on the 12C was already the best in the industry, giving occupants pillow-soft compliance on rough public roads but tarmac-hugging control in high-stakes situations. Fortunately, none of this changes on the 650S.
If and when the rear end breaks free, it does so predictably. The stability control software works so well that even amateur drivers can pull off power slides worthy of a Hollywood chase scene.
The downside is when it's time to slow down. The carbon ceramic brakes on several of the models we tested felt surprisingly spongy, as if someone hid a deflated soccer ball behind the brake pedal.
And as much as McLaren woke up the beast that was suppressed in the 12C, the resulting 650S is still more subdued than a rival Ferrari or Lamborghini. But that's no longer a bad thing.