McLaren MP4-12C, Twin-Turbo Engine And Carbon Fiber Structure

Here it is! The most significant new supercar, from leading Formula 1 manufacturer McLaren. This McLaren MP4-12C, which features a carbon fiber  hull and 600 bhp turbo engine, is packed full of innovative ideas to make driving a supercar fun, safe and as challenging as you like. About the only thing you can't have is a normal manual gearbox, which is now virtually obsolete on top supercars.

MP4-12C is not an easy name, and has more to do with McLaren's internal history than customers. MP4 is the prefix used for all McLaren Formula 1 cars since 1981, and confirms that the car is based on Formula 1 ideas. The 12 represents the combination of all-round performance, and the C the fact that the chassis is a one-piece carbon fiber molding.

Twin turbo 600-bhp engine

What about performance? With a 3.8 litre twin turbo engine of McLaren's own design the new supercar is certain to be a flyer wherever you drive it. It will reach 60 mph in 3.3 seconds,cover the standing 1/4 mile in under 11 seconds, and race up to 205 mph. This exciting new engine develops 600 bhp at 7,000 rpm, compared with 570 bhp for the Ferrari F58 Italia and the hottest Lamborghini Gallardo. Maximum torque is 443 lb ft (600 Nm) all the way from 3,000 to 7,000 rpm, which is a massive amount of torque over a wide speed range. It ensures terrific performance at all speeds, so that on road performance will be a good deal better than the figures suggest. McLaren claims that this engine has a better power-to-CO2 ratio of any engine.

The V-8 has an aluminium block and heads, and a single-plane crankshaft with dry sump lubrication to reduce overall height. The exhausts from the two banks of cylinders meet in a mixing box with high outlets, which is said to be a lighter arrangement than normal. There is an option of an even lighter exhaust made from Inconel.

Dual-Clutch Gearbox with paddles

As you would expect, the transmission is a dual clutch, seven-speed sequential unit. The characteristics of the transmission, called SSG, can be switched through three different settings: Normal, Sport and Track modes. Gear shifts are made with finger-tip paddles mounted on a rocker behind the 12C steering wheel. You shift upward by either pulling with the right hand or pushing with the left, and vice versa to shift down.

Pre-Cog Function

An innovation in the control is the Pre-Cog function. You can press firmly on the shift control to pre-load the clutch. Once the paddle is depressed fully you get virtually instantaneous gear shifts.

Another feature of the SSG is that should the driver enters a sharp corner too quickly, when braking sharply, he may be in the wrong gear for rapid acceleration out of the bend. To overcome this problem, he can depress and hold the left-shift control down while braking, so that the transmission matches engine speed to the correct lowest gear. A sporty automatic function, which we've all wanted from time to time.

There are three main modes of operation for the transmission:

• Automatic
• Launch Control
• Winter

The driver can select these on the Active Dynamics Panel to suit slippery conditions. There is no traditional manual transmission offered; the two pedal layout offered further scope to create a narrow, lighter, and more comfortable car.

Classic Styling

Styling is deliberately conservative, as McLaren wants the MP4-12C to be in production for years to come. The fact that the F1 still looks a modern design shows that this can be done. The style lacks the drama of a Lambo, but looks different from other supercars, while retaining a classic look that will last.

Rear-mounted radiators

One feature that comes from Formula 1 is the rear side mounted radiators, which reduce the weight and complexity of the cooling pipework. There is a wide low grille at the front, with larger side grilles, and gills in the sides of the car to get cool air into the engine compartment.

From the side, the MP4-12C has the classic wedge line blending into high rear fenders. The twin side grilles are scalloped neatly into the sides. At the rear, there are fairly small air outlets, and high, centrally mounted twin exhausts. Below is the clean and open diffuser. All very neat.

Air brake concealed

There is what appears to be a small spoiler at the rear, which is almost concealed normally. However, this is not just a wing designed to give down force, but also an air brake, which is deployed at high speeds. It is designed so that once it reaches a certain position, the down force helps it to open, thus reducing the size of the electric lift motor.

Stability under braking, and braking distances from high speed are both improved by the use of an air brake which is deployed at speeds from 60 mph (95km/h) upward. A small motor lifts it partially up, and then the air pressure lifts it to the full height, so that although it has a big effect on braking, the weight of the system is low.

McLaren says that the body has been designed from the outset with good all-round aerodynamics - low drag, balanced down force and efficient cooling. Following the F1, the doors open upwards and forwards, to provide easy entry and exit.

Inside, most controls are grouped on the door and center console, which are actually very close to the driver.

One reason they are close, is that McLaren has not wasted any space inside, and the driver and passenger will sit close together separated by a very narrow tunnel, no space being needed for coolant pipes.

Very rigid one-piece carbon fiber tub

With experience making the F1, followed by the Mercedes-Benz SLR McLaren which was in production for six years, McLaren has a wealth of experience in both one-off and production carbon fiber structures. No surprise, then, that the M4-12C has a carbon fiber hull/passenger cell which breaks new ground in being a one-piece molding. It is therefore very light, weighing less than 175 lb (80 kg), despite being a complex molding that includes the front suspension mountings.

Proactive suspension

Another way in which the McLaren differs from its rivals is in the suspension, which looks fairly normal wishbones with coaxial coil spring/damper units. However, there is a big difference in that anti-rolls are not used; instead, there is hydraulic interconnection to provide damping to suit the situation. The problem with conventional anti-roll bars is that the stiffen the suspension in a straight line, when it is not needed.

In the solution on the McLaren, dampers are interconnected across the car, and front to rear. When the car goes over a bump, the result is fairly soft damping.When the car rolls, however, the hydraulic fluid in the damper opposite resists motion, and the result is a strong anti-roll effect.

Brake Steer reduces under steer in critical situations

To improve handling and safety, there is a stability control with a difference: Brake Steer. When the driver either enters a corner too fast, or tries to accelerate too quickly out of the corner, the car would normally be slowed by the stability control and would under steer. Brake Steer, which acts like torque-vectoring, except it is lighter, prevents the under steer, maintaining neutral steering while preventing loss of control. It also helps the driver get maximum traction out of a corner without the need for a limited-slip differential. Another important innovation.

There are 19 x 8.5 inch wheels at the front, and 20 x 11 inch, shod with Pirelli PZero 235/35 R19 and 305/30 R20 tires. These have been developed specially for the MP4-12C, and there are some special track tires from Pirelli as well. Sitting inside the wheels are the brakes, which as standard are cast iron discs with forged aluminium hubs. Ceramic composite discs are an option.

There are 19 x 8.5 inch wheels at the front, and 20 x 11 inch, shod with Pirelli PZero 235/35 R19 and 305/30 R20 tires. These have been developed specially for the MP4-12C, and there are some special track tires from Pirelli as well. Sitting inside the wheels are the brakes, which as standard are cast iron discs with forged aluminium hubs. Ceramic composite discs are an option. By the way, that guy testing tyhe MP4-12C below is 2009 F1 World Champion, Jensen Button.

How good is the MP4-12C?

So how does the McLaren stack up against its rivals. The nearest are the Ferrari Italia F458 and Lamborghini Gallardo LP 570 4 (what a name!!). However, potential buyers of more exotic cars like the Murcielago are more likely to be interested in the McLaren. If they are not concerned about exclusivity, owners of Paganis and Apollos, etc might also think the McLaren id for them.

For a start, anyone who was watching F1 racing last year will be astonished at the safety in the carbon fiber (CFRP) cells these guys escape from with minor injuries. If the cars had been as in the days before carbon fiber last year, there would have been several fatalities. Also, CFRP is the best material in terms of strength and stiffness for weight available, and it can be molded to all sorts of shapes.

The McLaren team have been clever in making it do several jobs. Despite Lamborghini's work on CFRP, McLaren is definitely a world leader in this material, but owing to the need for much faster output than they were used to, they teamed up with Carbo Tech to develop a new manufacturing method. The result is that the MP4-12C structure can be produced in one-tenth of the time needed for the McLaren F1, and within a four-hour production cycle. This gives the cars a big advantage in safety and rigidity, which translates into good ride and handling.

Power train is the way of the future

The power train is also the way to go. Who needs to rev to 9,000 rpm when you can get all the power you need at 7,000? Especially, when there is masses of torque available from 3,000 rpm. This will make the McLaren MP4-12C a Jekyll and Hyde supercar that you will be able to drive very quickly by keeping the engine between 2,500 and 5,500 rpm; use the top end, 3,500-8,000 rpm, and you will be in a banshee whirlwind, which will knock the socks off most supercars out there.

Although the suspension is not of the F1 lever-arm type, as being used by Lamborghini, the spring/damper units are mounted so that they impose the minimum of unwanted loads in the suspension joints, so you can expect good ride, with super-precise steering and handling. Overall, the McLaren MP4-12C looks a superb addition to the supercar market, with the performance of an exotic car.

What about the weight?

But what about the weight? Is it all it is cracked up to be? And is it in the 'adding lightness' philosophy of the early Lotus and all British Formula 1 companies with their racing cars?

Well, to compare with competition, we need to look at dry weights, as the Italians have given up quoting kerb weights to make their cars look lighter. The McLaren MP4-12C is about the same size as the Ferrari Italia, but should be a bit heavier, owing to the stronger gearbox needed for the torque of the twin turbo engine. In fact, the dry weight is 2,945 lb (1,336 kg) compared with 3,039 lb (1,380 kg) for the Italia, and 2,954 lb (1,341 kg) for the lightest Lamborghini Gallardo, which has the extra weight of the four-wheel drive, which is 65-110 lb (30-50 kg).

However, the Gallardo is about 5 in (125 mm) shorter than the MP4-12C so the McLaren comes out quite well. Owing to the racing background at McLaren, I was hoping for a dry weight of about 2,750 lb (1,250 kg). Well, if you specify the lightweight options, the dry weight comes down to 2,868 lb (1,301 kg), which is pretty good. I don't think this is a supercar that will disappoint, and it will last a long time, and still look great, and drive very well indeed.