McLaren Automotive introduces the McLaren MP4-12C
• The first in a range of high performance sports cars from the home of the world's most successful racing car company
• McLaren MP4-12C set to re-write the rules of sports car designthrough Formula 1-inspired engineering, revolutionary chassisarchitecture, and absolute focus on efficiency
• Legendary McLaren F1 inspires concept; 21st century demands drive McLaren MP4-12C execution
• McLaren MP4-12C represents 'pure McLaren'; from unique engineering to bespoke design where everything is for a reason
The McLaren MP4-12C is revealed as the first in a range ofhigh-performance sports cars from McLaren Automotive, the independentcar division based at the McLaren Technology Centre in Woking, England.The 12C, and future models within the range, will challenge the world'sbest sports cars, benefiting from the expertise and virtuosity of theMcLaren Group.
Twenty years of sports car design, engineering and productioncombined with inspirational success in Formula 1 have driven RonDennis, McLaren Automotive Chairman, to announce his plans for theultimate line-up of technology-led and customer-focused performancecars for the 21st century. The rules in the sports car world are aboutto be re-written.
Through a rich modern history, McLaren's automotive division hasalready built the world's most critically acclaimed supercar, theMcLaren F1 (1993-1998) and the world's best-selling luxury supercar,the Mercedes-Benz SLR McLaren (2003-2009). McLaren Automotive now looksto the future with a new range of revolutionary sports cars.
"It is a long-held dream of mine to launch high performance sports cars that set new standards in the industry," said Dennis.
"We began designing and building cars for aficionados ofthoroughbred sports cars almost 20 years ago. Incorporating the leadingedge technologies that the McLaren Group has built up within itsvarious companies, I believe we are now perfectly placed to open upthis new chapter in McLaren's history as well as play a part in theregeneration of high-tech manufacturing in the UK and global automotiveenvironment," he concluded.
At its heart, the McLaren MP4-12C features a revolutionary carbonfibre chassis structure, the Carbon MonoCell: the first time a car inthis market segment is based around such a strong and lightweightracing car engineering solution and the first time any car has everfeatured a one-piece carbon fibre structure.
This step change in sports car design means that the 12Cintroduces new standards not just in handling, ride and outrightperformance, but also safety, economy and practicality in an alreadycompetitive sector.
Martin Whitmarsh, Team Principal of McLaren's racing teamhighlighted the integral part that McLaren's motorsport and road carexperience played in developing the 12C: "McLaren has for years offereda potent mix of race car and road car technologies. This combination ofMcLaren's performance heritage, and future demands on what is expectedof high performance sports cars in the 21st century, gave us ahead-start when we embarked on this project. The 12C, and futurevariants, draws on the spirit of Formula 1 and delivers real-worldtechnological advances."
The first car from the new company, the McLaren MP4-12C, is ahigh performance two-seat mid-engine model in the 'core' sports carmarket segment for cars costing between £125,000 and £175,000. The 12Cis pure McLaren, featuring no carryover parts from any other car, andwill be produced by McLaren in the UK. It goes on sale through adedicated, worldwide retailer network in early 2011.
"McLaren is already a car maker with maturity and experience,having produced iconic cars such as the F1," said Antony Sheriff,McLaren Automotive Managing Director.
"The next step was to construct a range of pure McLaren highperformance sports cars that are true to the company's philosophy andreflect our position as an absolute technology and performance leader.So, when we embarked on the 12C project, we wanted to re-write therules of sports car design. Indeed, the 12C offers performance andtechnology that exceeds that of the world's most expensive andsophisticated supercars, while competing in a much more accessiblemarket segment. And to achieve this result, we designed every componentfrom scratch to meet the extreme goals of the 12C and avoid anycompromise."
"Forget what you know about sports car companies, McLaren is different," he concluded.
Inside out
The heart of the new car is the Carbon MonoCell. McLarenpioneered the use of carbon composite construction in the 1981 Formula1 MP4/1 model and set a trend that all Formula 1 teams have followed.The company brought carbon fibre to road cars for the first time withthe 1993 McLaren F1 and then built on this experience with a carbonfibre chassis and body on the SLR manufactured to the same exactingstandards, but in higher volumes.
So, until now, carbon chassis have remained the preserve of themost expensive exotic cars; a purchase for the super-rich where costsare driven by the complexity of carbon fibre chassis design and build.
The 12C changes this by introducing the advantages of carboncomposite - light weight, high strength and torsional rigidity, andlongevity – to a more affordable sector through its revolutionaryengineering as a one-piece moulding. Never before has a carbon fibrechassis been produced this way.
The 12C MonoCell not only brings dynamic benefits, but alsooffers fundamental engineering opportunities that form the basis of thecar's unique character. It has been designed to allow a much narrowerstructure overall which in turn contributes to a more compact car thatis easier to position on the road and more rewarding to drive.
Not only is the 12C unique in its class by offering carbontechnology, it also has the highest specific power output as well asextraordinary power- and torque-to-weight ratios. Furthermore, theProactive Chassis Control system offers groundbreaking handling andride comfort while an intense focus on occupant packaging offers newlevels of comfort and everyday usability.
Antony Sheriff explained. "With the 12C we are redefining therelationship between performance and practicality, as well asperformance and efficiency, achieving leading positions in both. Wehave designed this car from the inside out. We have a saying in McLaren– 'everything for a reason' and the 12C will surprise people in manyways.
"A clear illustration of its special qualities is in theefficiency of its power delivery. With the 12C's power output of around600hp and its low CO2 emissions, it delivers the highest horsepower toCO2 ratio of any car on the market today with an internal combustionengine...and that includes petrol and diesel hybrids," Sheriffconcluded.
Pure McLaren
All the parts of the McLaren MP4-12C are bespoke and unique tothis car. Everything from the engine right down to the tailor-madeswitches and buttons is pure McLaren: nothing has come from anothermanufacturer's parts bin.
The 12C is powered by a bespoke McLaren 'M838T' 3.8 litre, V8twin-turbo engine producing around 600bhp, driving through a McLarenseven speed Seamless Shift dual clutch gearbox (SSG). It is targetingnot only new standards for power and performance in its sector, butalso class-leading fuel economy and CO2 emissions; supported byMcLaren's experience of active aerodynamics to aid cooling, grip,handling and road holding.
"The 12C is all about performance," said Sheriff. "And inMcLaren, we have a very broad definition of performance. We don't justlook at the traditional one-dimensional parameters like top speed, wefocus equally on useable measures such as in-gear acceleration times,braking performance in all conditions, and efficiency of power deliverycombined with the lowest possible fuel consumption and CO2 emissions.Sure, 12C is very fast, but it is also the most efficient, mostdriveable high-performance sports car in the world.
"In the more subjective areas of road-holding, handling, comfort,driver involvement and day-to-day usability, McLaren is achieving newstandards for a mid-engined high performance sports car in thissector," he concluded.
Thorough engineering and market research led to conceptdevelopment and a clear decision in favour of a mid-engined two doorhigh performance sports car. Intensive work was carried out in the windtunnel and the driving simulator to ensure that the new car wouldinherently have superb dynamic qualities.
Dick Glover, McLaren Automotive Technical Director, was closelyinvolved with the development of these invaluable tools during his timewith McLaren's Formula 1 race team.
"There are so many examples of race car process and technologytransfer in the 12C," claimed Glover. "The car owes much to McLaren'sexperience and success in motor sport. The advantage of technologytransfer is only one element; speed of decision-making and development,F1 processes and people all make an important contribution.
"Brake Steer, for example, is a technology we pioneered on ourFormula 1 car back in 1997. It helps to dial out understeer on entry toa corner and improves traction on the way out. Another is the Pre-Cogfunction on the gearshift rocker that effectively primes the gearboxready for the next change, ensuring a more satisfying and fastergearchange. This is a high performance sports car with race car genesand teamwork at its heart."
Adding lightness
Weight is the enemy of performance in every area of car design.It affects acceleration, speed, handling, fuel consumption and CO2emissions – everything. McLaren Automotive engineers pursued weightsaving obsessively. For example:
• The Carbon MonoCell not only reduces the weight of thestructure but also allows for the use of much lighter weight bodypanels.
• The close position of the driver and passenger allows anarrower, lighter body while giving improved visibility with a clearerperception of the car's extremities.
• Brakes with forged aluminium hubs save 8 kg and weigh less than optional carbon ceramic brakes.
• Lightweight exhaust pipes exit straight out the rear of the car, minimizing their length and weight.
• Airflow-assisted Airbrake deployment dramatically reduces weight of the Airbrake activation system.
• Small, compact downsized engine coupled to lightweight compactSSG minimizes vehicle length, weight and polar moment of inertia.
• Significant weight was pared off the alloy wheels through intensive Finite Element Analysis of wall thicknesses.
• The engine cooling radiators were mounted at the rear, as closeto the engine as possible, to minimize the pipework, the fluidscontained within them, and therefore weight. They were also mounted incar line to minimize vehicle width.
"We have spent most of the programme 'adding lightness'," saidMark Vinnels, McLaren Automotive Programme Director. "If the cost ofreducing weight brought performance gains in speed, handling oreconomy, we did it. However, if the expense could deliver improvedperformance elsewhere we didn't pursue it. We never set weight targetsas such; we set cost-to-performance targets and examined everything inthis way.
"A good example of this philosophy is that we considered carbonfibre body panels. They would have reduced weight but added littlebenefit as the new one-piece Carbon MonoCell provides all of thetorsional strength the body needs. The costs saved were used elsewherefor greater weight reduction and efficiencies overall. This was theholistic approach to weight saving that we used all the way throughdevelopment," he concluded.
Design: everything for a reason
The McLaren MP4-12C design follows similar principles toMcLaren's Formula 1 cars, and the legendary McLaren F1, whereeverything is for a reason and all lines, surfaces, and details aredesigned with a job in mind as much as styled. This ensures that the12C communicates its engineering through its styling and will remaintimeless as a piece of automotive design.
Frank Stephenson, McLaren Automotive Design Director: "Manysports cars and super cars present an 'in-your-face', 'look-at-me'image that can become wearing and boorish; the ultimate backhandedcompliment becomes, "...it was of its time". Great design, however, istimeless and looks relevant years later. Take the McLaren F1 as anexample. I hope that with the 12C we have produced a car that looksgreat today and will still look great in years to come."
The 12C's body has been styled to support sector-leading levelsof downforce; downforce that then subsequently contributes tosector-leading levels of lateral grip and stability. Air flow has beenmanically managed to support all performance figures and light weighttargets. For example, placing the radiators adjacent to the enginekeeps the car narrow and reduces weight. However, this results in ahuge challenge of ensuring ample air flow to the radiators. The result?The large side air scoops and integrated turning vanes that aredramatic, but purely functional. No larger or smaller than required.
The designer's challenge is to then take that styling purposedriven by engineering aspirations and add personality. That's why theair scoops resemble the McLaren logo in form, as do other featuresaround the car.
Just two 'pure' lines flow round the car and,when combined with the integration of several dramatic convex andconcave surfaces, present a car that looks compact, low and wellproportioned.
The market opportunity for McLaren
"I am confident that now is the right time for McLaren Automotiveto become a full line high performance sports car manufacturer," statedRon Dennis.
"Worldwide demand for high performance cars is strong, in largepart because of great cars from great competitors. With McLaren joiningthat list, it will grow stronger still. What we are offering is a newapproach to the market, through a skilled, solid, debt-free andrisk-managed company. McLaren is right to take this step now andsupport future growth of high-technology manufacturing and engineeringjobs in the UK," Dennis declared.
The market for high performance sports cars has grownsubstantially since the turn of the century. McLaren divides the marketinto segments that encompass both more comfort–orientated GT cars andthe hard-edged supercars for road and track use.
The 'core' segment runs from around £125,000 to £175,000featuring such cars as the Ferrari 458, Lamborghini Gallardo, Porsche911 Turbo, Bentley Continental GT and Aston Martin DB9. A secondsegment is the 'high' category with prices ranging from £175,000 to£250,000 and consists largely of front-engined GT cars such asFerrari's 599 GTB and 612, with just one mid-engined contender, theLamborghini Murcielago.
The final segment is the 'ultimate' group, a sector more or lessinitiated by the McLaren F1 in 1993 and now populated by a select groupof cars including the Mercedes-Benz SLR McLaren, Bugatti Veyron, andcars from the likes of Pagani and Koenigsegg that followed legends suchas the Porsche Carrera GT and Ferrari Enzo. In 2011, McLaren will bringtechnology and performance exclusive to this 'ultimate' sector into the'core' segment.
Although the recent economic downturn has affected theperformance car sector, just as it has the entire motor industry,McLaren Automotive believes that the 'core' segment's growth from 8,000sales in 2000 to more than 28,000 in 2007 highlights the potential thatexists and that it will soon return to at least 2007 levels.
"By the time the 12C is launched in 2011 we expect the economicconditions to be much improved. We have already seen significantinterest in the car and the supply of the 12C will be relativelyscarce; in its first year we plan to produce just 1,000 cars whichrepresents only 3.5 per cent of the 'core' market," explained AntonySheriff.
"We have created ground-breaking new technology, lightweightengineering solutions, and harnessed real-world motor racingapplications. It brings new levels of performance, fuel efficiency andpracticality to the 12C's segment. And it will be more exclusive thanits principal competition with a price that reflects its lack ofubiquity," he said.
McLaren Automotive will distribute the 12C and future models through a brand-new retail network in all global markets.
Exclusivity, exquisite design and a passionate focus ondelivering a wonderful ownership experience will ensure that the smallnumber of retailers around the world are taking on an attractive newbrand. This approach will drive excellent customer service and avirtuous circle that retains McLaren customers and brings in newconverts as the range expands.
McLaren MP4-12C - what's in a name?
The name of the new McLaren sports car is MP4-12C.
What does this signify? As one might expect at McLaren, everything has a purpose and the nomenclature is no exception.
• 'MP4' has been the chassis designation for all McLaren Formula1 cars since 1981. It stands for McLaren Project 4, resulting from themerger of Ron Dennis' Project 4 organisation with McLaren.
• The '12' refers to McLaren's internal Vehicle Performance Indexthrough which it rates key performance criteria both for competitorsand for its own cars. The criteria combine power, weight, emissions,and aerodynamic efficiency. The coalition of all these values deliversan overall performance index that has been used as a benchmarkthroughout the car's development.
• The 'C' refers to Carbon, highlighting the unique applicationof carbon fibre technology to the future range of McLaren sports cars.
The elements of this name represent everything that the McLaren MP4-12C stands for:
• 'MP4' represents the racing bloodline
• '12' represents the focus on complete performance and efficiency
• 'C' represents the revolutionary Carbon MonoCell
"We are very proud of the McLaren MP4-12C and all the teamwork,intelligent thought and sheer effort that have gone into developingthis car. What drives people at McLaren is passion – if you cut them,they bleed McLaren. And there is no doubt in my mind that the 12C fullyreflects that focus, drive and determination in its performance, styleand ownership potential," said Ron Dennis, McLaren Automotive Chairman.
"This is the start of an exciting new chapter in McLaren'shistory, in British high-technology engineering and manufacturing, andin global sports car design. We aim to be the best, but will leave thatultimate judgement to our first customers in 2011. Until then, we willstrive to put one name at the top of the 'most wanted' list for buyersof high performance sports cars: 'McLaren'," he concluded.
The McLaren MP4-12C: inside and out, and in detail
A carbon fibre heart
Light weight and performance are defining philosophies atMcLaren. But outright power alone is of little significance if a car'sweight saps output or if that power is unmanageable and compromises thedriving experience or results in unacceptable emissions.
Fundamentally, it is critical to keep weight as low as possible.Increased customer demands for safety and advanced features all meanthat shaving weight is ever more difficult. However, at McLaren savingweight remains a passion and at the heart of the McLaren MP4-12C is acarbon fibre composite chassis: the Carbon MonoCell.
This revolutionary structure is the automotive version of aMcLaren innovation that started with Formula 1 back in 1981 anddelivers both weight savings and performance gains. It is a technologycascade in which McLaren brought carbon composite technology from theaerospace industry to make the MP4/1 F1 car, the first Formula 1 car tobenefit from the strength, weight and safety of carbon fibre.
McLaren's Formula 1 carbon fibre technology then offered thecompany the opportunity of applying its expertise to road carapplications. The first ever road car to be constructed of thismaterial was the McLaren F1 produced in 1993, albeit in small numbers.The F1 was followed by the Mercedes-Benz SLR McLaren that also sharedthis rare expertise.
Only a handful of other cars in the market offer such technologytoday and all of them lie in the 'ultimate' segment. No manufacturerhas brought the advantages of carbon composite technology to a moreaffordable sector of the market. But the 12C does, through engineeringpassion and a relentless pursuit of efficiency.
So, McLaren did it first with the F1, the world's fastest car formany years, then in the highest volume with SLR, which almost doubledthe volume of the next highest produced carbon fibre-based highperformance sports car by selling over 2,100 units. Now, throughrevolutionary one-piece moulding of the MonoCell, McLaren brings acarbon composite chassis down to the 'core' category, where currentlyonly traditional metal structures are offered.
The advantages this technology brings are light weight, hightorsional rigidity, a very strong safety cell, low perishability, easeof repair and extreme dimensional accuracy.
The 12C MonoCell weighs less than 80 kg. Carbon fibre contributesto the car's low overall weight and it forms the structural basis forthe whole car. The tub's torsional rigidity is considerably stifferthan a comparable alloy structure.
This inherent lack of flex means the unique front suspensionsystem, which is mounted directly onto the MonoCell, requires lesscompromise for flex of the suspension itself. Therefore, it is easierto develop the unique balance between fine ride and precise handlingthat McLaren has targeted. The MonoCell also offers greater occupantsafety. It acts as a safety survival cell, as it does for a Formula 1car.
Carbon composites do not degrade over time like metal structuresthat fatigue. One is able to get into a 15-year-old McLaren F1 andthere is none of the tiredness or lack of structural integrity thatafflicts traditional cars that have suffered a hard life. The 12C willfeel as good as new in this respect for decades.
And in the event of an accident, the light weight aluminium alloyfront and rear structures are designed to absorb impact forces in acrash and can be replaced relatively easily. Aluminium extrusions andcastings are jig welded into the finished assembly and bolted directlyto the MonoCell. Cars with full aluminium chassis use their structureto absorb and crumple on impact, which implies more fundamental damage(and expense) to the whole structure, including the passenger cell, ina major accident.
McLaren has pioneered a new carbon fibre production process thatallows the MonoCell to be produced to exacting quality standards, in asingle piece, in only four hours, compared to the dozens of carboncomponents (and dozens of production hours) that normally feature in acarbon fibre chassis structure. This naturally brings huge efficiencyand quality benefits. The MonoCell project is managed by ClaudioSantoni, McLaren Automotive Body Structures Function Manager.
"It was clear that we needed to develop a car with a carbon fibrestructure. After all, McLaren has never made a car with a metalchassis!" said Santoni.
"The whole 12C project is based on the concept of the MonoCell.This means that McLaren can launch into the market with greaterperformance than our rivals and a safer structure. To put it intoperspective, if the costs and complexity of producing a McLaren F1carbon fibre chassis are taken as a factor of 100, the 12C chassisproduction costs are reduced to a factor of seven or eight, withoutdegrading the strength or quality of the carbon fibre structure. Andthis step-change in technology could make its way into more mainstreamcars," he concluded.
Getting the production process right is the result of five yearsof extensive research. Now that the process is perfected, it allowsMcLaren to produce the MonoCell repeatedly at very high quality.
"Not many people in the automobile world work to standardsdemanded by the aerospace industry," claimed Mark Vinnels, McLarenAutomotive Programme Director.
"Our ability to analyse and predict the performance of carbonfibre is in line with aerospace technology and is truly world class,particularly in the sense of predicting failure, which is obviously keyin managing crash events and passive safety.
"We can now predict failure levels at individual ply level in thecarbon composite and the results are absolutely correlating with whatwe predicted," he concluded.
The finished MonoCell emerges in one piece and this new processcould revolutionise car design. It avoids the need to bond differentparts to make the whole structure, as with all other carbon fibre cars.It is hollow, saving further weight, and the integrity of productionensures the location of suspension and ancillaries is accurate to thefinest of tolerances.
Powertrain: pure McLaren
The McLaren MP4-12C is powered by a twin-turbocharged, 3.8 litre90_ V8 engine – the 'M838T'. This marks the start of a new era in'core' segment sports cars – smaller capacity, lighter weight, higherefficiency and more economical power units. The engine has the highestspecific power output in its segment which, when allied to its lowweight carbon composite chassis, delivers exemplary power- andtorque-to-weight ratios.
'M838T' is a unique McLaren power unit, developed specificallyfor the 12C. It is compact, lightweight, very stiff, and offers anuncompromising combination of very high performance and gooddriveability, with excellent economy and CO2 emission values.
Taking power and emissions in combination (measured by itshorsepower to CO2 ratio), the 12C delivers its power at greaterefficiency than any other car on the market with an internal combustionengine, including hybrids.
'M838T' features dual variable valve timing and produces around600bhp and 600Nm of torque. A dry sump and flat plane crankshaft allowthe engine to be placed extremely low in the chassis thereby loweringthe centre of gravity and improving handling responses. It alsofeatures composite cam covers and intake manifolds, which reduce weightand heat transmission into the charge air, as well as Nikasil-coatedaluminium liners for further weight reduction.
The McLaren engine revs to 8,500rpm, has quick transient throttleresponse and delivers its abundant torque throughout the rev range. Astaggering 80 per cent of torque is available at below 2,000rpm,ensuring great driveability and no need to floor the throttle todeliver performance.
And it delivers a great soundtrack to highlight the engine'sperformance, flexibility and driveability. The sound of the engine hasbeen thoroughly engineered through exhaust manifold design and tuningof the exhaust and intake systems to deliver a unique engine note.
The high level exhaust pipes exit through a mixing box, ratherthan a conventional and heavy silencer box. All parts of the exhaustsystem up to the mixing box feature sandwich layer heat-shielding thathelps reduce heat from the engine bay. In just an 18mm gap, exhaust gastemperatures reduce from 900OC to 300OC.
The engine drives the rear wheels through two wet clutches and aMcLaren-developed seven speed Seamless Shift dual clutch gearbox (SSG).
The Seamless Shift technology offers variable programmes rangingfrom 'normal' for road use and 'sport' for quicker changes still, rightup to a lightning quick high performance mode. In addition an'automatic' mode, 'launch control' and 'winter' modes can be selected,the latter changing all electronic functions to suit low frictionconditions and delivering maximum driver aid and support. There is notraditional manual transmission offered; the two pedal layout offeredfurther scope to create a narrow, and therefore light, car.
The 12C's SSG is a development on the automated and sequentialmanual gearboxes with paddle shifts that proliferate in the car markettoday. The character of the transmission will engage even experienceddrivers with its responsiveness and its contribution to the wholedynamic package.
With minimal torque loss, there is none of the lurch, hesitationor unpredictability that characterise traditional automated-manualtransmission systems.
Design of the SSG system was driven by a demanding mechanicalpackage that not only reduced weight and improved dynamic control forthe entire vehicle, but also delivered driver benefits.
It is lightweight and compact in design and positioned in exactlythe best location. The input shaft lies very close to the output shaftto help position the entire powertrain low in the vehicle. Twinsecondary shafts ensure any rear axle weight overhang is minimised andrear crash performance is uncompromised. The bespoke SSG is furthercomplemented by an entirely new control system.
This obsessive attention to detail comes as second nature toMcLaren, but is not just there to satisfy the engineers' passions.McLaren's designers have also engineered the system to work seamlesslywith the driver.
The system reduces weight and benefits packaging targets, butalso ensures that driving programmes and shift strategies take thedriver's own inputs and uses them to directly control the engine'storque and speed to deliver performance, economy or comfort asrequested.
Gears are changed using a Formula 1 style rocker shift thatpivots in the centre of the steering wheel. It is actuated on eitherside of the steering wheel (pulling right changes up, pulling leftdown).
As with the McLaren Formula 1 car, a shift can be actuated eitherby pulling or by pushing on the rocker. The rocker moves with thesteering wheel, rather than being mounted on the steering column, sothat if a gearchange is needed while lock is being applied the driverdoes not have to fumble around to change gear.
The rocker itself incorporates an innovative feature created byMcLaren engineers called Pre-Cog. The name stands for pre-cognition,literally 'foreknowledge'. The rocker on the 12C has two positions witha slightly different haptic (or feel) for each. The driver appliesfirst pressure to the rocker and it informs the gearbox to get ready toswap ratios, thereby saving time – latency – between the message beingsent and the gearbox being primed to act. The second pressure confirmsthat the gear should be changed and the torque handover is completed inmilliseconds.
"What Pre-Cog actually does is initiate the shift process bypriming the clutch and torque handover – it takes significant time outof the process," explained Dick Glover, Technical Director McLarenAutomotive.
"It's a little bit like the first pressure on a camera shutterbutton. There's no requirement for the driver to use it but it is moresatisfying and engaging if you do. The SSG also promotes seamlessshifting in which the driver doesn't have to reduce engine power at all– rather than the gearshift slowing you down, it actually speeds thecar up by recovering the energy of the crank spinning as it dropsengine speed," he said.
In practice the latency of the shift is virtually zero, theactual gear change time is very fast and the level of impulse can bevaried according to the gearbox mode. Considering that McLaren was thefirst Formula 1 team to introduce seamless shift gearchanges into motorracing, it was a natural step to develop such a bespoke transmission toits sports car project.
Chassis: Proactive control
The suspension for the McLaren MP4-12C breaks new ground,offering hitherto unseen levels of roll control and grip (an almostflat cornering attitude, depending on the programme selected).
Although such track-like responses would normally imply arock-hard ride, the 12C delivers compliance and ride comfort more akinto an executive saloon car. The mix of occupant cosseting and sportingpotential is truly unique. The 12C offers the driver both class-leadingride comfort and class-leading performance.
The whole chassis package produces not only a unique relationshipbetween ride and handling, but also astonishing lateral grip andoutstanding traction. The 12C is poised and balanced whethernegotiating high or low speed corners, during direction changes, underheavy or light braking and on tightening or opening corners.
The trick behind blending such opposing objectives lies in theinnovative Proactive Chassis Control system, uncompromised geometry,and weight distribution.
The suspension is based on double wishbones with coil springs.The dampers are interconnected hydraulically and provide adaptiveresponses depending on both road conditions and driver preference.
The Proactive system features adjustable roll control whichreplaces the mechanical anti-roll bars that have been a standardfeature of road cars since time immemorial. It allows the car tomaintain precise roll control under heavy cornering while decouplingthe suspension in a straight line for excellent wheel articulation andcompliance.
There are three suspension modes that are selected on the ActiveDynamics Panel. As with the powertrain adjustment, there is a 'normal',a 'sport' mode and a high performance mode which adjusts numerousparameters in the system.
Not only is the Proactive suspension a unique application thatdelivers absolute benefits to driver and passenger, but it is alsoanother example of McLaren's drive to achieve all-round performancegoals from core engineering targets.
For example, the unique blend of a compliant ride withultra-sharp handling also delivers ownership benefits as it protectssuspension bushes from wear and tear, with McLaren's researchsuggesting a potential for up to ten times more mileage than on somecompetitor cars. Also, the hydraulic pump that supports the dampers isthe same pump that supports the electro-hydraulic steering system. Whyuse two pumps when one - small and lightweight - pump will do?
The powertrain packaging also contributes to the 12C's handling prowess.
The engine is mounted low down in order to lower the centre ofgravity while the radiators are rear-mounted and reduce weight bysaving on long piping to and from the engine (and the fluids they wouldhold). The value of rear-mounted radiators is key to the 12C's handlingand balance. The more weight that can be concentrated within thewheelbase and towards the centre of gravity, the lower the polar momentof inertia, thereby improving corner turn in.
Another feature that helps the 12C to handle at a new level is adevelopment of an electronic system used by McLaren's 1997 MP4/12Formula 1 car, – Brake Steer. In essence, it is a system that brakesthe inside rear wheel when the car is entering a corner too quickly tomake the desired radius. Under normal circumstances the front wouldwash away wide of the apex the driver wants to touch: in other words,the car is in a state of understeer.
Brake Steer manages the tendency of a car to wash out and bringsits nose back on line. It assesses the steering angle to determine thedriver's intended course and applies the inside rear brake to increaseyaw rate and resume the desired course.
The system also works on acceleration out of a corner when theinside rear has a tendency to spin, allowing the driver to put powerdown more quickly. It controls what a limited slip differential woulddo and obviates the need for such a complex and heavy unit, thus savingmore valuable kilos.
The standard brakes for the 12C reduce overall vehicle andunsprung mass. McLaren has developed a composite braking system thatuses a forged aluminium bell that attaches to the cast iron disc. Thissolution maintained the excellent brake feel of a cast iron disc whilesaving 8 kg. Carbon ceramic brakes will be available as an option,offering fade-free braking performance during high performance driving,but the standard composite brake system is actually lighter than thelarger carbon ceramic units.
The design of the standard cast alloy wheels (19" front, 20"rear) was driven by McLaren's light weight objectives: the light weightstyling was agreed in concept, then the wheel was tuned using FiniteElement Analysis to take a further 4 kg out of the wheels. BespokePirelli tyres have been developed in conjunction with McLarenspecifically for the 12C.
An array of electronic aids is fitted to the 12C that will assistand protect the less-experienced driver, or when conditions challengeeven the best. These include ABS, ESP, ASR traction control, ElectronicBrake Distribution, Hill Hold and Brake Steer. The level ofintervention varies according to the handling mode selected.
Design: everything for a reason
The McLaren MP4-12C has been designed around a demandingmechanical package that puts emphasis on aerodynamics, compactdimensions, performance and efficiency, practicality and comfort.Although the design of the 12C was driven by aerodynamics, it aims toremain contemporary and elegant throughout its lifetime as well asdistinctive among its peers.
Frank Stephenson, McLaren Automotive Design Director, helpedfinalise the design: "Like most designers it's a boyhood dream to workwith high performance sports cars. They are the purest expression ofspeed and purpose and, with increased consumer demand in this marketand environmental aims to the fore, offer designers the ultimatechallenge.
The 12C design was therefore led by aerodynamics. At McLaren wehave been able to use the Formula 1 techniques and the huge expertisethat the company has amassed at the pinnacle of the sport," explainedStephenson.
"All the fins, vents and the flat underbody are there for areason. No styling addenda have been incorporated for appeal or stylealone. This aerodynamic purity explains why this car can hit top speedwith great stability without resorting to tea tray wings or deep frontair dams. I really feel that the styling communicates the 12C'sengineering integrity and technical benefits and it is this purity thatmakes the design timeless."
The overall design theme supports engineering aerodynamicambitions. Purity of lines then give the car its character. Successfulcar design is based on proportions and McLaren's styling team, whilstdriven by the demands of the purest airflow, honed a mix of concave andconvex surfaces that present balanced proportions and a feeling oflightness. Nothing is out of place on the car and surfaces interactsmoothly and with purpose; surfaces that are integrated into the wholeof the car along two continuous lines that flow round the body.
The front is very low since it does not have to house largeengine cooling radiators, two of which are mounted longitudinally atthe sides. This offers the added benefit of segment-leading space forstorage under the bonnet.
The 12C's face is dominated by large and distinctive air intakesand bi-xenon headlights with LED running lights inspired by the form ofthe McLaren logo. The McLaren logo itself also graces the bonnet of acar for the first time.
Illumination from the running lights bleeds into threedistinctive gills just above the headlamps. The windscreen is deep andlow for superb forward visibility and redolent of the McLaren F1: inwet weather it is swept by a single weight-saving pantograph wiperblade, as was the F1.
Stephenson again: "The 12C does not reproduce the F1 design butit unashamedly builds on its functionally-driven engineering and designhighlights such as the large, deep windscreen and the low cowl to givethe driver good visibility for accurate placement on the road. Anysimilarities are there for a reason."
From the side, the 12C cannot be mistaken for another sports car.The dominant side air inlets act as turning vanes and help directcooling air over the side radiators. This shape was designed andoptimised using McLaren's extensive computational fluid dynamicscapability. Likewise, the scalloped shoulders drive airflow to theairbrake, thereby enhancing its effectiveness in the aerodynamicpackage.
The other prevailing design characteristics are the dihedraldoors (a hereditary gene from the McLaren F1), which has a clearpurpose, like every other element of McLaren's design ethos.
The concept of dihedral doors is simply to allow the driver andpassenger to get into and out of the car as easily as possible as wellas allowing a smaller door opening than would otherwise be necessary.
The simple act of moving the door forward and upwards invites thedriver to step across the sill and sit in the car more easily. Intighter parking situations, dihedral doors allow ingress and egress ina situation where another car has parked too closely. In traditionaldoor systems a huge parking space is necessary to permit the doors toopen wide enough.
With its single hinge, the dihedral doors offer weight-savingfeatures and are unique to the McLaren brand. As is the uniquehandle-free door entry system.
The 12C's rear is unique. It has an aggressive, business-likeappearance with its downforce-optimised rear diffuser. The exhaustpipes exit high and in the centre of the car and the rear end is opento ensure efficient evacuation of hot air from the engine bay. Theengine itself is visible through the top deck. The LED tail lightclusters do not dominate the rear and are hidden behind horizontalblack bars. They are only visible when illuminated: the two upper barslight up as LED brake lights and turn indicators.
Aerodynamic efficiency drove the 12C's design. High downforcehelps maintain traction, cornering ability and stability while low dragaids top speed and acceleration. It has a completely flat underbody andsmooth upper body surfaces to yield a highly effective drag coefficientand generate very high levels of balanced downforce at high speed.
A nose splitter gives more downforce at the front while guidevanes near the front and rear wheels help to increase downforce withminimal drag penalty and direct air towards the all-important diffuserat the rear.
The active Airbrake is another innovation that made its debut onthe F1 supercar and was also incorporated into the SLR. It deployshydraulically under braking, or when the driver wants to trim the carfor increased downforce by using a switch on the Active Dynamics Panel.
Under braking, a piston operated by transmission hydraulicsraises the Airbrake to a certain angle. Once a small amount of wingangle is pushed into the airflow, the centre of aerodynamic pressureforces the bottom of the 'wing' back. In this way, it raises theairbrake to maximum angle using the 'free' airflow rather than relyingon another mechanical device.
The Airbrake moves the centre of pressure of the 12C rearwards,whereas it would normally move forward under braking. It improves yawstability under braking and allows the brakes to work more effectivelydue to increased downforce. It is also a weight-saving solution thattook almost 50 per cent of weight out of the mechanism.
Overall, the 12C is lower, shorter and narrower than keycompetitors, but has much shorter front and rear overhangs due to itslonger wheelbase – a layout that promotes stability and assistshandling response.
Inside: it all starts with the driver
Packaging was fundamental to the McLaren MP4-12C designchallenge. Externally, the car had to be compact, yet internally it hadto offer an unparalleled driver and passenger environment where comfortand driving enjoyment at all levels were not compromised.
"With the interior, we have created a real step forward in thepackaging of a sports car. Moving the driver and passenger closertogether improves driving control and moving the pedals improves theproblem of wheel well intrusion. We also repackaged many of the majorcomponents that normally sit under the dashboard to allow for morespace and a unique form. Packaging is one of the 12C's really strongpoints," said Frank Stephenson.
But the creativity of the interior design itself aimed to set newstandards. The whole focus is on making the 12C cockpit a uniquelycomfortable and functional space. The design offers a symmetry thatwraps around the occupants and makes them feel not only physically, butalso emotionally comfortable.
The interior is extremely space efficient and is designed toaccommodate ?thpercentile adults in comfort. This has been partlyachieved by the 7 inch touch screen telematics system oriented in'portrait' mode. This is a first for the automotive industry and ismore intuitive than 'landscape' orientation – we read down a page andour mobile telephones and other personal information devices areconfigured this way.
This is one of the many reasons the 12C design is able to buckthe trend towards ever wider sporting cars. The innovative informationcentre provides all normal telematics functions such as audio,navigation and telephony, while providing some new features neverbefore seen in a car. Meridian, the renowned producer ofstate-of-the-art sound systems, is developing its first ever in-carsystem for the 12C.
McLaren designers paid great attention to all-round visibility for both safety and driving precision.
The low cowl gives a full six degrees downward vision from eyeheight and, importantly, allows the driver a clear view of the front ofthe car. The view of the top of the front wings, with the highest pointpositioned directly above the centre of the wheel, also facilitatesperfect placement of the 12C in a corner. Rear vision is excellent tooand an internal buttress with a rear three-quarter glass provides aclear rearward view.
The steering wheel is probably the most important sensory itemfor any driver. Apart from the feel and feedback from the front wheels,the actual grip and design of the wheel itself is paramount. Thesteering wheel is 'clean' – there are no buttons to distract thedriver. It also needs to be small and very tactile.
McLaren designers and engineers found the solution to thesteering wheel design challenge under their own roof. Having employedan advanced and compact airbag, the steering wheel design was theninspired by McLaren's racing expertise.
The steering wheel grip of the 12C is as technically precise as a McLaren racing driver's wheel.
This is because past Formula 1 championship-winning drivers'grips were modelled and scanned and the most effective feel andthickness of their wheels was replicated for a high performance roadcar.
Such attention to detail is to be found throughout the McLaren12C's interior and the car does not suffer an over abundance ofswitches, knobs and dials.
The layout and ergonomics of the interior are aided by the 12C'spackaging. The driver and passenger sit closer together, giving thedriver a better feeling of control for placing the car on the roadaccurately as well as leaving more room between the driver and the doorpanel. This allows not only more space for arm movements during harddriving, but also provides space for an additional 'door console'.
Like the McLaren F1, the driver has controls on both sides, which allows for a rational positioning of switches:
• Climate controls on each door console
• Telematics on the upper centre console
• Active Dynamics Panel on the middle centre console
• Transmission and minor controls on the tunnel console
• Trip computer and cruise controls on steering column
Assuch, all groups of controls have their own place and are accessiblewithin a hand's distance from the steering wheel. The instrumentcluster has a large central tachometer and digital speed readout.Behind the steering wheel (and moving with it) is a Formula 1-inspiredrocker for changing gears. It has been engineered to deliver a Formula1 haptic. The science of haptics has been applied to all the controlsin order to generate a consistent and high quality feel. All thecontrols are bespoke, designed exclusively by McLaren, and not a singleone has come from the parts bin of another manufacturer.
The Active Dynamics Panel provides two rotary switches and four push buttons:
• 'Start/Stop'
• 'Active' activates all the dynamic controls.
• 'Winter' sets powertrain, suspension and electronic aids to maximum driver support.
• 'Launch' initiates the launch control system.
The tworotary switches control 'powertrain' and 'handling', each having threeposition settings for normal, sport and high performance driving modes.
• 'Powertrain' changes throttle response, gearbox strategy, shifttimes and impulse (how much one can feel the gearchange). The coaxial'Manual' button controls use of manual gearbox functions.
• 'Handling' changes stability control, steering weight,suspension firmness and roll stiffness. The coaxial 'Aero' buttonallows the driver to deploy the airbrake for increased downforce.
Thesupportive, light weight seat is comfortable andelectrically-adjustable for height. There is plenty of stowage space inthe car with a shelf behind the seats big enough for small bags and a'floating' centre console that leaves space beneath for a large storagecontainer.
The interior's simplicity belies a world-class level of comfortand safety features that will include a full quota of airbags, fullyautomatic dual zone climate control, sophisticated telematics and audiosystems, parking sensors, trip computer, cruise control and electricmemory seats.
Testing and simulation
McLaren has developed one of the most sophisticated drivingsimulators in the world. It is an immensely powerful tool that can beused to predict handling, performance, and a multitude of other dynamicproperties.
The simulator was initially designed to improve the performanceof the Formula 1 cars. But it has also been used intensively in thedesign and development process for the 12C, where modelling offers theopportunity to test likely outcomes without having to build a componentthat might turn out to be inadequate. It saves both money and time andit is perhaps the most effective technology transfer from Formula 1 toroad cars; the handling and suspension of the McLaren MP4-12C wasdeveloped using exactly the same tools and techniques as the McLarenFormula 1 cars.
The crash test requirements are a good example of how simulationhelps speed up development. Long before the first Carbon MonoCell hadbeen constructed, the design had been through hundreds of passive crashtest simulations. When the time came to submit a real world crash test,the 12C passed with flying colours.
"Outside of McLaren, it is almost unknown to meet our standardsout of the box," said Dick Glover, "but simulation worked out perfectlyfor us. It is difficult enough to achieve first time success like thiswith just a relatively predictable, ductile aluminium structure yetMcLaren managed first time out with its MonoCell and added aluminiumstructures. We are very proud of that."
Simulation didn't stop at the design stage. Although over 20prototypes have been built for an exhaustive test programme around theglobe, the simulator remains a key tool and a differentiator from mostcompetitors.
Different engineering teams have cars undergoingspecialized testing including hot weather in Bahrain in the height ofthe 2009 summer, cold weather testing in the Arctic, enginedevelopment, gearbox calibration, electrical testing and ride, handlingand durability programmes.
Before the first prototype was available, the dynamic test team,aided by professional racing driver and McLaren test driver ChrisGoodwin, tested early parts on the simulator as well as a developmentchassis and various engine mules. When dynamic testing started,development and constant refinement of engine, gearbox, tyres,aerodynamics, braking, steering and suspension began in earnest tomatch all projected values and targets.
The testing programme moved into a more 'aggressive' phasefollowing the principles of Formula 1 testing where a car and dozens ofpeople maximise track time during the day and work on improvementsovernight. The principle is 'why test one thing when you can do ten'.Prototypes went to a test track for six weeks with all the experts andsuppliers. The car followed a rigorous regime of testing almost 24hours a day, seven days a week for six weeks. This turbochargedprogramme accelerated the development time.
Production
The production process for the McLaren MP4-12C will enableMcLaren to build on its recent success of record production volumes andquality for a luxury supercar with the SLR.
The McLaren Production System brings a large scale leanproduction mentality into a small-scale, flexible operation. Theprocess is championed by Production Director, Alan Foster's experiencesat Japanese and European car manufacturers.
"Quality is the most important thing to customers," said Foster,"and quality management is a fundamental part of building a McLaren.For my team it is an absolute passion. It doesn't matter whether acustomer is spending ten thousand pounds or a million, it is theirmoney and they rightly expect to have pride in their purchase and besatisfied with it. Our goal is to ensure that we exceed customers'expectations," he concluded.
12C volumes will remain low, but will require a change of mindsetfor McLaren's production line teams as the company moves to highervolumes. But the build process will still focus on craftsmanship, ahand-built philosophy but with a lot of science behind it. Qualitygates will ensure that a car cannot leave a work station untileverything is completed perfectly.
McLaren will maintain its high standards of final approval before a car can be released.
The build of prototypes has already proven the robustness of thisapproach because investment in the manufacturing assembly fixtures thatwill actually be used in production has already prepared the team andshown the build process to be on track. The 12C station cycle timeshave already been reduced by almost a further 20 per cent throughknowledge gained from building the prototypes. In short, the risk hasbeen removed from the production process so that final productionquality will be guaranteed.
Aftersales, retail distribution, personalisation
Not only is McLaren establishing a new company, a new productionplant, an all-new high performance sports car engineered and developedin house... it is also building a global network of retail distributionpartners.
This small number of super operators will deliverthe dedication and purposefulness necessary to ensure an ownershipexperience for the 12C that is as good as the car itself.
Ease of repairability, low-cost of servicing and maintenance, andavailability of parts are of paramount importance to this customerrelationship and have been key targets since the beginning of the 12Cproject. McLaren aims to offer segment leading performance here too.The principle being that a high performance sports car should not justbe a pleasure to drive, but also to own; a car that is efficient to runand own retains its residual value and ensures its owner becomes arepeat purchaser.
Early planning indicates that 25 per cent of sales will be madein the UK, 25 per cent in the USA and the remainder to the rest of theworld, notably Germany and mainland Europe, the Middle East and someFar Eastern countries. Although the McLaren MP4-12C has a comprehensivestandard specification, customers for such an exclusive car want tohave the ability to specify bespoke items, interiors and specialequipment for their own car. McLaren has extensive experience ofmeeting these needs for McLaren F1 and SLR customers.
For example, the 12C will be available in a broad range ofexterior paint colours and interior colours and configurations, whilecarbon fibre components and lightweight forged wheels will reduceweight yet further.
In summary
Motor racing began the McLaren story, but the latest chapter seesthe company take that inspiration and develop it further on the road –and track.
McLaren has a heritage that spans 45 years during which time ithas won 163 Grands Prix, 12 F1 World Championship Driver's titles andeight Constructor's titles.
McLaren achieved the most dominant season ever in F1 (15 wins outof 16 races in 1988) just as it dominated the Can-Am championshipwinning five titles in the late 1960s and early 1970s. McLaren has alsowon three Indianapolis 500 races and the prestigious Le Mans 24 Hoursat its first attempt in 1995.
McLaren remains the only manufacturer to win the F1 WorldChampionship, the Indianapolis 500 and Le Mans – the 'triple crown' ofthe motor sport world.
On top of McLaren's racing record it can lay claim to a road carheritage spanning 20 years, having produced the fastest production roadcar in history, the McLaren F1. Success does indeed breed success andMcLaren intends to continue in this vein.
"McLaren Automotive is well on the way to offering not only anextraordinary new sports car but also to building an innovative newcompany," explained Antony Sheriff, McLaren Automotive ManagingDirector.
"It is an exciting time for all of us at McLaren. We have built anew company, we are constructing a new global dealer network and apurpose-built production plant and, of course we are launching thefirst pure McLaren car for more than a decade. The best way I candescribe the McLaren MP4-12C is to say it is not a 'but' car, it is an'and' car:
• It offers class-leading performance and class-leading economy and CO2 emissions
• It has small dimensions and great packaging
• It is well-equipped with high safety standards and is lightweight
• It has dramatic dynamic potential and the ride quality of an executive saloon car
"When we embarked on the 12C project, we set ourselves ambitioustargets. After all, building a car that matches the performance ofcompetitors is not good enough for us. With a McLaren badge on thefront, it needs to be the best."
"So we developed everything from scratch because it was the onlyway we could ensure we met our ambitious goals and did not compromisethe car – a new chassis concept, new engine, new gearbox, newsuspension system, new telematics system; everything is new. Asexciting as it has been for us, we hope the 12C will prove even moreexciting for our customers," Sheriff concluded.
"I am really proud of what the whole McLaren Automotive team hasachieved with the 12C," said Ron Dennis, McLaren Automotive Chairman.
"We respect and admire our competitors in the high performancesports car market, just as we do in the world of Formula 1, but I alsobelieve that fierce competition drives technology and innovation andproduces ever better products.
"With the McLaren MP4-12C we are determined to deliver the bestcar in its sector by almost any measure. It is our philosophy to pushwhat is possible in car design and engineering and bring innovation andengineering excellence to the performance car world. We have anincredibly dedicated team at McLaren who continue to drive this companyto ever greater achievements, and the 12C represents the passionwithin, as the first of this new range of performance cars fromMcLaren," he concluded.McLaren Automotive introduces the McLaren MP4-12C
• The first in a range of high performance sports cars from the home of the world's most successful racing car company
• McLaren MP4-12C set to re-write the rules of sports car designthrough Formula 1-inspired engineering, revolutionary chassisarchitecture, and absolute focus on efficiency
• Legendary McLaren F1 inspires concept; 21st century demands drive McLaren MP4-12C execution
• McLaren MP4-12C represents 'pure McLaren'; from unique engineering to bespoke design where everything is for a reason
The McLaren MP4-12C is revealed as the first in a range ofhigh-performance sports cars from McLaren Automotive, the independentcar division based at the McLaren Technology Centre in Woking, England.The 12C, and future models within the range, will challenge the world'sbest sports cars, benefiting from the expertise and virtuosity of theMcLaren Group.
Twenty years of sports car design, engineering and productioncombined with inspirational success in Formula 1 have driven RonDennis, McLaren Automotive Chairman, to announce his plans for theultimate line-up of technology-led and customer-focused performancecars for the 21st century. The rules in the sports car world are aboutto be re-written.
Through a rich modern history, McLaren's automotive division hasalready built the world's most critically acclaimed supercar, theMcLaren F1 (1993-1998) and the world's best-selling luxury supercar,the Mercedes-Benz SLR McLaren (2003-2009). McLaren Automotive now looksto the future with a new range of revolutionary sports cars.
"It is a long-held dream of mine to launch high performance sports cars that set new standards in the industry," said Dennis.
"We began designing and building cars for aficionados ofthoroughbred sports cars almost 20 years ago. Incorporating the leadingedge technologies that the McLaren Group has built up within itsvarious companies, I believe we are now perfectly placed to open upthis new chapter in McLaren's history as well as play a part in theregeneration of high-tech manufacturing in the UK and global automotiveenvironment," he concluded.
At its heart, the McLaren MP4-12C features a revolutionary carbonfibre chassis structure, the Carbon MonoCell: the first time a car inthis market segment is based around such a strong and lightweightracing car engineering solution and the first time any car has everfeatured a one-piece carbon fibre structure.
This step change in sports car design means that the 12Cintroduces new standards not just in handling, ride and outrightperformance, but also safety, economy and practicality in an alreadycompetitive sector.
Martin Whitmarsh, Team Principal of McLaren's racing teamhighlighted the integral part that McLaren's motorsport and road carexperience played in developing the 12C: "McLaren has for years offereda potent mix of race car and road car technologies. This combination ofMcLaren's performance heritage, and future demands on what is expectedof high performance sports cars in the 21st century, gave us ahead-start when we embarked on this project. The 12C, and futurevariants, draws on the spirit of Formula 1 and delivers real-worldtechnological advances."
The first car from the new company, the McLaren MP4-12C, is ahigh performance two-seat mid-engine model in the 'core' sports carmarket segment for cars costing between £125,000 and £175,000. The 12Cis pure McLaren, featuring no carryover parts from any other car, andwill be produced by McLaren in the UK. It goes on sale through adedicated, worldwide retailer network in early 2011.
"McLaren is already a car maker with maturity and experience,having produced iconic cars such as the F1," said Antony Sheriff,McLaren Automotive Managing Director.
"The next step was to construct a range of pure McLaren highperformance sports cars that are true to the company's philosophy andreflect our position as an absolute technology and performance leader.So, when we embarked on the 12C project, we wanted to re-write therules of sports car design. Indeed, the 12C offers performance andtechnology that exceeds that of the world's most expensive andsophisticated supercars, while competing in a much more accessiblemarket segment. And to achieve this result, we designed every componentfrom scratch to meet the extreme goals of the 12C and avoid anycompromise."
"Forget what you know about sports car companies, McLaren is different," he concluded.
Inside out
The heart of the new car is the Carbon MonoCell. McLarenpioneered the use of carbon composite construction in the 1981 Formula1 MP4/1 model and set a trend that all Formula 1 teams have followed.The company brought carbon fibre to road cars for the first time withthe 1993 McLaren F1 and then built on this experience with a carbonfibre chassis and body on the SLR manufactured to the same exactingstandards, but in higher volumes.
So, until now, carbon chassis have remained the preserve of themost expensive exotic cars; a purchase for the super-rich where costsare driven by the complexity of carbon fibre chassis design and build.
The 12C changes this by introducing the advantages of carboncomposite - light weight, high strength and torsional rigidity, andlongevity – to a more affordable sector through its revolutionaryengineering as a one-piece moulding. Never before has a carbon fibrechassis been produced this way.
The 12C MonoCell not only brings dynamic benefits, but alsooffers fundamental engineering opportunities that form the basis of thecar's unique character. It has been designed to allow a much narrowerstructure overall which in turn contributes to a more compact car thatis easier to position on the road and more rewarding to drive.
Not only is the 12C unique in its class by offering carbontechnology, it also has the highest specific power output as well asextraordinary power- and torque-to-weight ratios. Furthermore, theProactive Chassis Control system offers groundbreaking handling andride comfort while an intense focus on occupant packaging offers newlevels of comfort and everyday usability.
Antony Sheriff explained. "With the 12C we are redefining therelationship between performance and practicality, as well asperformance and efficiency, achieving leading positions in both. Wehave designed this car from the inside out. We have a saying in McLaren– 'everything for a reason' and the 12C will surprise people in manyways.
"A clear illustration of its special qualities is in theefficiency of its power delivery. With the 12C's power output of around600hp and its low CO2 emissions, it delivers the highest horsepower toCO2 ratio of any car on the market today with an internal combustionengine...and that includes petrol and diesel hybrids," Sheriffconcluded.
Pure McLaren
All the parts of the McLaren MP4-12C are bespoke and unique tothis car. Everything from the engine right down to the tailor-madeswitches and buttons is pure McLaren: nothing has come from anothermanufacturer's parts bin.
The 12C is powered by a bespoke McLaren 'M838T' 3.8 litre, V8twin-turbo engine producing around 600bhp, driving through a McLarenseven speed Seamless Shift dual clutch gearbox (SSG). It is targetingnot only new standards for power and performance in its sector, butalso class-leading fuel economy and CO2 emissions; supported byMcLaren's experience of active aerodynamics to aid cooling, grip,handling and road holding.
"The 12C is all about performance," said Sheriff. "And inMcLaren, we have a very broad definition of performance. We don't justlook at the traditional one-dimensional parameters like top speed, wefocus equally on useable measures such as in-gear acceleration times,braking performance in all conditions, and efficiency of power deliverycombined with the lowest possible fuel consumption and CO2 emissions.Sure, 12C is very fast, but it is also the most efficient, mostdriveable high-performance sports car in the world.
"In the more subjective areas of road-holding, handling, comfort,driver involvement and day-to-day usability, McLaren is achieving newstandards for a mid-engined high performance sports car in thissector," he concluded.
Thorough engineering and market research led to conceptdevelopment and a clear decision in favour of a mid-engined two doorhigh performance sports car. Intensive work was carried out in the windtunnel and the driving simulator to ensure that the new car wouldinherently have superb dynamic qualities.
Dick Glover, McLaren Automotive Technical Director, was closelyinvolved with the development of these invaluable tools during his timewith McLaren's Formula 1 race team.
"There are so many examples of race car process and technologytransfer in the 12C," claimed Glover. "The car owes much to McLaren'sexperience and success in motor sport. The advantage of technologytransfer is only one element; speed of decision-making and development,F1 processes and people all make an important contribution.
"Brake Steer, for example, is a technology we pioneered on ourFormula 1 car back in 1997. It helps to dial out understeer on entry toa corner and improves traction on the way out. Another is the Pre-Cogfunction on the gearshift rocker that effectively primes the gearboxready for the next change, ensuring a more satisfying and fastergearchange. This is a high performance sports car with race car genesand teamwork at its heart."
Adding lightness
Weight is the enemy of performance in every area of car design.It affects acceleration, speed, handling, fuel consumption and CO2emissions – everything. McLaren Automotive engineers pursued weightsaving obsessively. For example:
• The Carbon MonoCell not only reduces the weight of thestructure but also allows for the use of much lighter weight bodypanels.
• The close position of the driver and passenger allows anarrower, lighter body while giving improved visibility with a clearerperception of the car's extremities.
• Brakes with forged aluminium hubs save 8 kg and weigh less than optional carbon ceramic brakes.
• Lightweight exhaust pipes exit straight out the rear of the car, minimizing their length and weight.
• Airflow-assisted Airbrake deployment dramatically reduces weight of the Airbrake activation system.
• Small, compact downsized engine coupled to lightweight compactSSG minimizes vehicle length, weight and polar moment of inertia.
• Significant weight was pared off the alloy wheels through intensive Finite Element Analysis of wall thicknesses.
• The engine cooling radiators were mounted at the rear, as closeto the engine as possible, to minimize the pipework, the fluidscontained within them, and therefore weight. They were also mounted incar line to minimize vehicle width.
"We have spent most of the programme 'adding lightness'," saidMark Vinnels, McLaren Automotive Programme Director. "If the cost ofreducing weight brought performance gains in speed, handling oreconomy, we did it. However, if the expense could deliver improvedperformance elsewhere we didn't pursue it. We never set weight targetsas such; we set cost-to-performance targets and examined everything inthis way.
"A good example of this philosophy is that we considered carbonfibre body panels. They would have reduced weight but added littlebenefit as the new one-piece Carbon MonoCell provides all of thetorsional strength the body needs. The costs saved were used elsewherefor greater weight reduction and efficiencies overall. This was theholistic approach to weight saving that we used all the way throughdevelopment," he concluded.
Design: everything for a reason
The McLaren MP4-12C design follows similar principles toMcLaren's Formula 1 cars, and the legendary McLaren F1, whereeverything is for a reason and all lines, surfaces, and details aredesigned with a job in mind as much as styled. This ensures that the12C communicates its engineering through its styling and will remaintimeless as a piece of automotive design.
Frank Stephenson, McLaren Automotive Design Director: "Manysports cars and super cars present an 'in-your-face', 'look-at-me'image that can become wearing and boorish; the ultimate backhandedcompliment becomes, "...it was of its time". Great design, however, istimeless and looks relevant years later. Take the McLaren F1 as anexample. I hope that with the 12C we have produced a car that looksgreat today and will still look great in years to come."
The 12C's body has been styled to support sector-leading levelsof downforce; downforce that then subsequently contributes tosector-leading levels of lateral grip and stability. Air flow has beenmanically managed to support all performance figures and light weighttargets. For example, placing the radiators adjacent to the enginekeeps the car narrow and reduces weight. However, this results in ahuge challenge of ensuring ample air flow to the radiators. The result?The large side air scoops and integrated turning vanes that aredramatic, but purely functional. No larger or smaller than required.
The designer's challenge is to then take that styling purposedriven by engineering aspirations and add personality. That's why theair scoops resemble the McLaren logo in form, as do other featuresaround the car.
Just two 'pure' lines flow round the car and,when combined with the integration of several dramatic convex andconcave surfaces, present a car that looks compact, low and wellproportioned.
The market opportunity for McLaren
"I am confident that now is the right time for McLaren Automotiveto become a full line high performance sports car manufacturer," statedRon Dennis.
"Worldwide demand for high performance cars is strong, in largepart because of great cars from great competitors. With McLaren joiningthat list, it will grow stronger still. What we are offering is a newapproach to the market, through a skilled, solid, debt-free andrisk-managed company. McLaren is right to take this step now andsupport future growth of high-technology manufacturing and engineeringjobs in the UK," Dennis declared.
The market for high performance sports cars has grownsubstantially since the turn of the century. McLaren divides the marketinto segments that encompass both more comfort–orientated GT cars andthe hard-edged supercars for road and track use.
The 'core' segment runs from around £125,000 to £175,000featuring such cars as the Ferrari 458, Lamborghini Gallardo, Porsche911 Turbo, Bentley Continental GT and Aston Martin DB9. A secondsegment is the 'high' category with prices ranging from £175,000 to£250,000 and consists largely of front-engined GT cars such asFerrari's 599 GTB and 612, with just one mid-engined contender, theLamborghini Murcielago.
The final segment is the 'ultimate' group, a sector more or lessinitiated by the McLaren F1 in 1993 and now populated by a select groupof cars including the Mercedes-Benz SLR McLaren, Bugatti Veyron, andcars from the likes of Pagani and Koenigsegg that followed legends suchas the Porsche Carrera GT and Ferrari Enzo. In 2011, McLaren will bringtechnology and performance exclusive to this 'ultimate' sector into the'core' segment.
Although the recent economic downturn has affected theperformance car sector, just as it has the entire motor industry,McLaren Automotive believes that the 'core' segment's growth from 8,000sales in 2000 to more than 28,000 in 2007 highlights the potential thatexists and that it will soon return to at least 2007 levels.
"By the time the 12C is launched in 2011 we expect the economicconditions to be much improved. We have already seen significantinterest in the car and the supply of the 12C will be relativelyscarce; in its first year we plan to produce just 1,000 cars whichrepresents only 3.5 per cent of the 'core' market," explained AntonySheriff.
"We have created ground-breaking new technology, lightweightengineering solutions, and harnessed real-world motor racingapplications. It brings new levels of performance, fuel efficiency andpracticality to the 12C's segment. And it will be more exclusive thanits principal competition with a price that reflects its lack ofubiquity," he said.
McLaren Automotive will distribute the 12C and future models through a brand-new retail network in all global markets.
Exclusivity, exquisite design and a passionate focus ondelivering a wonderful ownership experience will ensure that the smallnumber of retailers around the world are taking on an attractive newbrand. This approach will drive excellent customer service and avirtuous circle that retains McLaren customers and brings in newconverts as the range expands.
McLaren MP4-12C - what's in a name?
The name of the new McLaren sports car is MP4-12C.
What does this signify? As one might expect at McLaren, everything has a purpose and the nomenclature is no exception.
• 'MP4' has been the chassis designation for all McLaren Formula1 cars since 1981. It stands for McLaren Project 4, resulting from themerger of Ron Dennis' Project 4 organisation with McLaren.
• The '12' refers to McLaren's internal Vehicle Performance Indexthrough which it rates key performance criteria both for competitorsand for its own cars. The criteria combine power, weight, emissions,and aerodynamic efficiency. The coalition of all these values deliversan overall performance index that has been used as a benchmarkthroughout the car's development.
• The 'C' refers to Carbon, highlighting the unique applicationof carbon fibre technology to the future range of McLaren sports cars.
The elements of this name represent everything that the McLaren MP4-12C stands for:
• 'MP4' represents the racing bloodline
• '12' represents the focus on complete performance and efficiency
• 'C' represents the revolutionary Carbon MonoCell
"We are very proud of the McLaren MP4-12C and all the teamwork,intelligent thought and sheer effort that have gone into developingthis car. What drives people at McLaren is passion – if you cut them,they bleed McLaren. And there is no doubt in my mind that the 12C fullyreflects that focus, drive and determination in its performance, styleand ownership potential," said Ron Dennis, McLaren Automotive Chairman.
"This is the start of an exciting new chapter in McLaren'shistory, in British high-technology engineering and manufacturing, andin global sports car design. We aim to be the best, but will leave thatultimate judgement to our first customers in 2011. Until then, we willstrive to put one name at the top of the 'most wanted' list for buyersof high performance sports cars: 'McLaren'," he concluded.
The McLaren MP4-12C: inside and out, and in detail
A carbon fibre heart
Light weight and performance are defining philosophies atMcLaren. But outright power alone is of little significance if a car'sweight saps output or if that power is unmanageable and compromises thedriving experience or results in unacceptable emissions.
Fundamentally, it is critical to keep weight as low as possible.Increased customer demands for safety and advanced features all meanthat shaving weight is ever more difficult. However, at McLaren savingweight remains a passion and at the heart of the McLaren MP4-12C is acarbon fibre composite chassis: the Carbon MonoCell.
This revolutionary structure is the automotive version of aMcLaren innovation that started with Formula 1 back in 1981 anddelivers both weight savings and performance gains. It is a technologycascade in which McLaren brought carbon composite technology from theaerospace industry to make the MP4/1 F1 car, the first Formula 1 car tobenefit from the strength, weight and safety of carbon fibre.
McLaren's Formula 1 carbon fibre technology then offered thecompany the opportunity of applying its expertise to road carapplications. The first ever road car to be constructed of thismaterial was the McLaren F1 produced in 1993, albeit in small numbers.The F1 was followed by the Mercedes-Benz SLR McLaren that also sharedthis rare expertise.
Only a handful of other cars in the market offer such technologytoday and all of them lie in the 'ultimate' segment. No manufacturerhas brought the advantages of carbon composite technology to a moreaffordable sector of the market. But the 12C does, through engineeringpassion and a relentless pursuit of efficiency.
So, McLaren did it first with the F1, the world's fastest car formany years, then in the highest volume with SLR, which almost doubledthe volume of the next highest produced carbon fibre-based highperformance sports car by selling over 2,100 units. Now, throughrevolutionary one-piece moulding of the MonoCell, McLaren brings acarbon composite chassis down to the 'core' category, where currentlyonly traditional metal structures are offered.
The advantages this technology brings are light weight, hightorsional rigidity, a very strong safety cell, low perishability, easeof repair and extreme dimensional accuracy.
The 12C MonoCell weighs less than 80 kg. Carbon fibre contributesto the car's low overall weight and it forms the structural basis forthe whole car. The tub's torsional rigidity is considerably stifferthan a comparable alloy structure.
This inherent lack of flex means the unique front suspensionsystem, which is mounted directly onto the MonoCell, requires lesscompromise for flex of the suspension itself. Therefore, it is easierto develop the unique balance between fine ride and precise handlingthat McLaren has targeted. The MonoCell also offers greater occupantsafety. It acts as a safety survival cell, as it does for a Formula 1car.
Carbon composites do not degrade over time like metal structuresthat fatigue. One is able to get into a 15-year-old McLaren F1 andthere is none of the tiredness or lack of structural integrity thatafflicts traditional cars that have suffered a hard life. The 12C willfeel as good as new in this respect for decades.
And in the event of an accident, the light weight aluminium alloyfront and rear structures are designed to absorb impact forces in acrash and can be replaced relatively easily. Aluminium extrusions andcastings are jig welded into the finished assembly and bolted directlyto the MonoCell. Cars with full aluminium chassis use their structureto absorb and crumple on impact, which implies more fundamental damage(and expense) to the whole structure, including the passenger cell, ina major accident.
McLaren has pioneered a new carbon fibre production process thatallows the MonoCell to be produced to exacting quality standards, in asingle piece, in only four hours, compared to the dozens of carboncomponents (and dozens of production hours) that normally feature in acarbon fibre chassis structure. This naturally brings huge efficiencyand quality benefits. The MonoCell project is managed by ClaudioSantoni, McLaren Automotive Body Structures Function Manager.
"It was clear that we needed to develop a car with a carbon fibrestructure. After all, McLaren has never made a car with a metalchassis!" said Santoni.
"The whole 12C project is based on the concept of the MonoCell.This means that McLaren can launch into the market with greaterperformance than our rivals and a safer structure. To put it intoperspective, if the costs and complexity of producing a McLaren F1carbon fibre chassis are taken as a factor of 100, the 12C chassisproduction costs are reduced to a factor of seven or eight, withoutdegrading the strength or quality of the carbon fibre structure. Andthis step-change in technology could make its way into more mainstreamcars," he concluded.
Getting the production process right is the result of five yearsof extensive research. Now that the process is perfected, it allowsMcLaren to produce the MonoCell repeatedly at very high quality.
"Not many people in the automobile world work to standardsdemanded by the aerospace industry," claimed Mark Vinnels, McLarenAutomotive Programme Director.
"Our ability to analyse and predict the performance of carbonfibre is in line with aerospace technology and is truly world class,particularly in the sense of predicting failure, which is obviously keyin managing crash events and passive safety.
"We can now predict failure levels at individual ply level in thecarbon composite and the results are absolutely correlating with whatwe predicted," he concluded.
The finished MonoCell emerges in one piece and this new processcould revolutionise car design. It avoids the need to bond differentparts to make the whole structure, as with all other carbon fibre cars.It is hollow, saving further weight, and the integrity of productionensures the location of suspension and ancillaries is accurate to thefinest of tolerances.
Powertrain: pure McLaren
The McLaren MP4-12C is powered by a twin-turbocharged, 3.8 litre90_ V8 engine – the 'M838T'. This marks the start of a new era in'core' segment sports cars – smaller capacity, lighter weight, higherefficiency and more economical power units. The engine has the highestspecific power output in its segment which, when allied to its lowweight carbon composite chassis, delivers exemplary power- andtorque-to-weight ratios.
'M838T' is a unique McLaren power unit, developed specificallyfor the 12C. It is compact, lightweight, very stiff, and offers anuncompromising combination of very high performance and gooddriveability, with excellent economy and CO2 emission values.
Taking power and emissions in combination (measured by itshorsepower to CO2 ratio), the 12C delivers its power at greaterefficiency than any other car on the market with an internal combustionengine, including hybrids.
'M838T' features dual variable valve timing and produces around600bhp and 600Nm of torque. A dry sump and flat plane crankshaft allowthe engine to be placed extremely low in the chassis thereby loweringthe centre of gravity and improving handling responses. It alsofeatures composite cam covers and intake manifolds, which reduce weightand heat transmission into the charge air, as well as Nikasil-coatedaluminium liners for further weight reduction.
The McLaren engine revs to 8,500rpm, has quick transient throttleresponse and delivers its abundant torque throughout the rev range. Astaggering 80 per cent of torque is available at below 2,000rpm,ensuring great driveability and no need to floor the throttle todeliver performance.
And it delivers a great soundtrack to highlight the engine'sperformance, flexibility and driveability. The sound of the engine hasbeen thoroughly engineered through exhaust manifold design and tuningof the exhaust and intake systems to deliver a unique engine note.
The high level exhaust pipes exit through a mixing box, ratherthan a conventional and heavy silencer box. All parts of the exhaustsystem up to the mixing box feature sandwich layer heat-shielding thathelps reduce heat from the engine bay. In just an 18mm gap, exhaust gastemperatures reduce from 900OC to 300OC.
The engine drives the rear wheels through two wet clutches and aMcLaren-developed seven speed Seamless Shift dual clutch gearbox (SSG).
The Seamless Shift technology offers variable programmes rangingfrom 'normal' for road use and 'sport' for quicker changes still, rightup to a lightning quick high performance mode. In addition an'automatic' mode, 'launch control' and 'winter' modes can be selected,the latter changing all electronic functions to suit low frictionconditions and delivering maximum driver aid and support. There is notraditional manual transmission offered; the two pedal layout offeredfurther scope to create a narrow, and therefore light, car.
The 12C's SSG is a development on the automated and sequentialmanual gearboxes with paddle shifts that proliferate in the car markettoday. The character of the transmission will engage even experienceddrivers with its responsiveness and its contribution to the wholedynamic package.
With minimal torque loss, there is none of the lurch, hesitationor unpredictability that characterise traditional automated-manualtransmission systems.
Design of the SSG system was driven by a demanding mechanicalpackage that not only reduced weight and improved dynamic control forthe entire vehicle, but also delivered driver benefits.
It is lightweight and compact in design and positioned in exactlythe best location. The input shaft lies very close to the output shaftto help position the entire powertrain low in the vehicle. Twinsecondary shafts ensure any rear axle weight overhang is minimised andrear crash performance is uncompromised. The bespoke SSG is furthercomplemented by an entirely new control system.
This obsessive attention to detail comes as second nature toMcLaren, but is not just there to satisfy the engineers' passions.McLaren's designers have also engineered the system to work seamlesslywith the driver.
The system reduces weight and benefits packaging targets, butalso ensures that driving programmes and shift strategies take thedriver's own inputs and uses them to directly control the engine'storque and speed to deliver performance, economy or comfort asrequested.
Gears are changed using a Formula 1 style rocker shift thatpivots in the centre of the steering wheel. It is actuated on eitherside of the steering wheel (pulling right changes up, pulling leftdown).
As with the McLaren Formula 1 car, a shift can be actuated eitherby pulling or by pushing on the rocker. The rocker moves with thesteering wheel, rather than being mounted on the steering column, sothat if a gearchange is needed while lock is being applied the driverdoes not have to fumble around to change gear.
The rocker itself incorporates an innovative feature created byMcLaren engineers called Pre-Cog. The name stands for pre-cognition,literally 'foreknowledge'. The rocker on the 12C has two positions witha slightly different haptic (or feel) for each. The driver appliesfirst pressure to the rocker and it informs the gearbox to get ready toswap ratios, thereby saving time – latency – between the message beingsent and the gearbox being primed to act. The second pressure confirmsthat the gear should be changed and the torque handover is completed inmilliseconds.
"What Pre-Cog actually does is initiate the shift process bypriming the clutch and torque handover – it takes significant time outof the process," explained Dick Glover, Technical Director McLarenAutomotive.
"It's a little bit like the first pressure on a camera shutterbutton. There's no requirement for the driver to use it but it is moresatisfying and engaging if you do. The SSG also promotes seamlessshifting in which the driver doesn't have to reduce engine power at all– rather than the gearshift slowing you down, it actually speeds thecar up by recovering the energy of the crank spinning as it dropsengine speed," he said.
In practice the latency of the shift is virtually zero, theactual gear change time is very fast and the level of impulse can bevaried according to the gearbox mode. Considering that McLaren was thefirst Formula 1 team to introduce seamless shift gearchanges into motorracing, it was a natural step to develop such a bespoke transmission toits sports car project.
Chassis: Proactive control
The suspension for the McLaren MP4-12C breaks new ground,offering hitherto unseen levels of roll control and grip (an almostflat cornering attitude, depending on the programme selected).
Although such track-like responses would normally imply arock-hard ride, the 12C delivers compliance and ride comfort more akinto an executive saloon car. The mix of occupant cosseting and sportingpotential is truly unique. The 12C offers the driver both class-leadingride comfort and class-leading performance.
The whole chassis package produces not only a unique relationshipbetween ride and handling, but also astonishing lateral grip andoutstanding traction. The 12C is poised and balanced whethernegotiating high or low speed corners, during direction changes, underheavy or light braking and on tightening or opening corners.
The trick behind blending such opposing objectives lies in theinnovative Proactive Chassis Control system, uncompromised geometry,and weight distribution.
The suspension is based on double wishbones with coil springs.The dampers are interconnected hydraulically and provide adaptiveresponses depending on both road conditions and driver preference.
The Proactive system features adjustable roll control whichreplaces the mechanical anti-roll bars that have been a standardfeature of road cars since time immemorial. It allows the car tomaintain precise roll control under heavy cornering while decouplingthe suspension in a straight line for excellent wheel articulation andcompliance.
There are three suspension modes that are selected on the ActiveDynamics Panel. As with the powertrain adjustment, there is a 'normal',a 'sport' mode and a high performance mode which adjusts numerousparameters in the system.
Not only is the Proactive suspension a unique application thatdelivers absolute benefits to driver and passenger, but it is alsoanother example of McLaren's drive to achieve all-round performancegoals from core engineering targets.
For example, the unique blend of a compliant ride withultra-sharp handling also delivers ownership benefits as it protectssuspension bushes from wear and tear, with McLaren's researchsuggesting a potential for up to ten times more mileage than on somecompetitor cars. Also, the hydraulic pump that supports the dampers isthe same pump that supports the electro-hydraulic steering system. Whyuse two pumps when one - small and lightweight - pump will do?
The powertrain packaging also contributes to the 12C's handling prowess.
The engine is mounted low down in order to lower the centre ofgravity while the radiators are rear-mounted and reduce weight bysaving on long piping to and from the engine (and the fluids they wouldhold). The value of rear-mounted radiators is key to the 12C's handlingand balance. The more weight that can be concentrated within thewheelbase and towards the centre of gravity, the lower the polar momentof inertia, thereby improving corner turn in.
Another feature that helps the 12C to handle at a new level is adevelopment of an electronic system used by McLaren's 1997 MP4/12Formula 1 car, – Brake Steer. In essence, it is a system that brakesthe inside rear wheel when the car is entering a corner too quickly tomake the desired radius. Under normal circumstances the front wouldwash away wide of the apex the driver wants to touch: in other words,the car is in a state of understeer.
Brake Steer manages the tendency of a car to wash out and bringsits nose back on line. It assesses the steering angle to determine thedriver's intended course and applies the inside rear brake to increaseyaw rate and resume the desired course.
The system also works on acceleration out of a corner when theinside rear has a tendency to spin, allowing the driver to put powerdown more quickly. It controls what a limited slip differential woulddo and obviates the need for such a complex and heavy unit, thus savingmore valuable kilos.
The standard brakes for the 12C reduce overall vehicle andunsprung mass. McLaren has developed a composite braking system thatuses a forged aluminium bell that attaches to the cast iron disc. Thissolution maintained the excellent brake feel of a cast iron disc whilesaving 8 kg. Carbon ceramic brakes will be available as an option,offering fade-free braking performance during high performance driving,but the standard composite brake system is actually lighter than thelarger carbon ceramic units.
The design of the standard cast alloy wheels (19" front, 20"rear) was driven by McLaren's light weight objectives: the light weightstyling was agreed in concept, then the wheel was tuned using FiniteElement Analysis to take a further 4 kg out of the wheels. BespokePirelli tyres have been developed in conjunction with McLarenspecifically for the 12C.
An array of electronic aids is fitted to the 12C that will assistand protect the less-experienced driver, or when conditions challengeeven the best. These include ABS, ESP, ASR traction control, ElectronicBrake Distribution, Hill Hold and Brake Steer. The level ofintervention varies according to the handling mode selected.
Design: everything for a reason
The McLaren MP4-12C has been designed around a demandingmechanical package that puts emphasis on aerodynamics, compactdimensions, performance and efficiency, practicality and comfort.Although the design of the 12C was driven by aerodynamics, it aims toremain contemporary and elegant throughout its lifetime as well asdistinctive among its peers.
Frank Stephenson, McLaren Automotive Design Director, helpedfinalise the design: "Like most designers it's a boyhood dream to workwith high performance sports cars. They are the purest expression ofspeed and purpose and, with increased consumer demand in this marketand environmental aims to the fore, offer designers the ultimatechallenge.
The 12C design was therefore led by aerodynamics. At McLaren wehave been able to use the Formula 1 techniques and the huge expertisethat the company has amassed at the pinnacle of the sport," explainedStephenson.
"All the fins, vents and the flat underbody are there for areason. No styling addenda have been incorporated for appeal or stylealone. This aerodynamic purity explains why this car can hit top speedwith great stability without resorting to tea tray wings or deep frontair dams. I really feel that the styling communicates the 12C'sengineering integrity and technical benefits and it is this purity thatmakes the design timeless."
The overall design theme supports engineering aerodynamicambitions. Purity of lines then give the car its character. Successfulcar design is based on proportions and McLaren's styling team, whilstdriven by the demands of the purest airflow, honed a mix of concave andconvex surfaces that present balanced proportions and a feeling oflightness. Nothing is out of place on the car and surfaces interactsmoothly and with purpose; surfaces that are integrated into the wholeof the car along two continuous lines that flow round the body.
The front is very low since it does not have to house largeengine cooling radiators, two of which are mounted longitudinally atthe sides. This offers the added benefit of segment-leading space forstorage under the bonnet.
The 12C's face is dominated by large and distinctive air intakesand bi-xenon headlights with LED running lights inspired by the form ofthe McLaren logo. The McLaren logo itself also graces the bonnet of acar for the first time.
Illumination from the running lights bleeds into threedistinctive gills just above the headlamps. The windscreen is deep andlow for superb forward visibility and redolent of the McLaren F1: inwet weather it is swept by a single weight-saving pantograph wiperblade, as was the F1.
Stephenson again: "The 12C does not reproduce the F1 design butit unashamedly builds on its functionally-driven engineering and designhighlights such as the large, deep windscreen and the low cowl to givethe driver good visibility for accurate placement on the road. Anysimilarities are there for a reason."
From the side, the 12C cannot be mistaken for another sports car.The dominant side air inlets act as turning vanes and help directcooling air over the side radiators. This shape was designed andoptimised using McLaren's extensive computational fluid dynamicscapability. Likewise, the scalloped shoulders drive airflow to theairbrake, thereby enhancing its effectiveness in the aerodynamicpackage.
The other prevailing design characteristics are the dihedraldoors (a hereditary gene from the McLaren F1), which has a clearpurpose, like every other element of McLaren's design ethos.
The concept of dihedral doors is simply to allow the driver andpassenger to get into and out of the car as easily as possible as wellas allowing a smaller door opening than would otherwise be necessary.
The simple act of moving the door forward and upwards invites thedriver to step across the sill and sit in the car more easily. Intighter parking situations, dihedral doors allow ingress and egress ina situation where another car has parked too closely. In traditionaldoor systems a huge parking space is necessary to permit the doors toopen wide enough.
With its single hinge, the dihedral doors offer weight-savingfeatures and are unique to the McLaren brand. As is the uniquehandle-free door entry system.
The 12C's rear is unique. It has an aggressive, business-likeappearance with its downforce-optimised rear diffuser. The exhaustpipes exit high and in the centre of the car and the rear end is opento ensure efficient evacuation of hot air from the engine bay. Theengine itself is visible through the top deck. The LED tail lightclusters do not dominate the rear and are hidden behind horizontalblack bars. They are only visible when illuminated: the two upper barslight up as LED brake lights and turn indicators.
Aerodynamic efficiency drove the 12C's design. High downforcehelps maintain traction, cornering ability and stability while low dragaids top speed and acceleration. It has a completely flat underbody andsmooth upper body surfaces to yield a highly effective drag coefficientand generate very high levels of balanced downforce at high speed.
A nose splitter gives more downforce at the front while guidevanes near the front and rear wheels help to increase downforce withminimal drag penalty and direct air towards the all-important diffuserat the rear.
The active Airbrake is another innovation that made its debut onthe F1 supercar and was also incorporated into the SLR. It deployshydraulically under braking, or when the driver wants to trim the carfor increased downforce by using a switch on the Active Dynamics Panel.
Under braking, a piston operated by transmission hydraulicsraises the Airbrake to a certain angle. Once a small amount of wingangle is pushed into the airflow, the centre of aerodynamic pressureforces the bottom of the 'wing' back. In this way, it raises theairbrake to maximum angle using the 'free' airflow rather than relyingon another mechanical device.
The Airbrake moves the centre of pressure of the 12C rearwards,whereas it would normally move forward under braking. It improves yawstability under braking and allows the brakes to work more effectivelydue to increased downforce. It is also a weight-saving solution thattook almost 50 per cent of weight out of the mechanism.
Overall, the 12C is lower, shorter and narrower than keycompetitors, but has much shorter front and rear overhangs due to itslonger wheelbase – a layout that promotes stability and assistshandling response.
Inside: it all starts with the driver
Packaging was fundamental to the McLaren MP4-12C designchallenge. Externally, the car had to be compact, yet internally it hadto offer an unparalleled driver and passenger environment where comfortand driving enjoyment at all levels were not compromised.
"With the interior, we have created a real step forward in thepackaging of a sports car. Moving the driver and passenger closertogether improves driving control and moving the pedals improves theproblem of wheel well intrusion. We also repackaged many of the majorcomponents that normally sit under the dashboard to allow for morespace and a unique form. Packaging is one of the 12C's really strongpoints," said Frank Stephenson.
But the creativity of the interior design itself aimed to set newstandards. The whole focus is on making the 12C cockpit a uniquelycomfortable and functional space. The design offers a symmetry thatwraps around the occupants and makes them feel not only physically, butalso emotionally comfortable.
The interior is extremely space efficient and is designed toaccommodate ?thpercentile adults in comfort. This has been partlyachieved by the 7 inch touch screen telematics system oriented in'portrait' mode. This is a first for the automotive industry and ismore intuitive than 'landscape' orientation – we read down a page andour mobile telephones and other personal information devices areconfigured this way.
This is one of the many reasons the 12C design is able to buckthe trend towards ever wider sporting cars. The innovative informationcentre provides all normal telematics functions such as audio,navigation and telephony, while providing some new features neverbefore seen in a car. Meridian, the renowned producer ofstate-of-the-art sound systems, is developing its first ever in-carsystem for the 12C.
McLaren designers paid great attention to all-round visibility for both safety and driving precision.
The low cowl gives a full six degrees downward vision from eyeheight and, importantly, allows the driver a clear view of the front ofthe car. The view of the top of the front wings, with the highest pointpositioned directly above the centre of the wheel, also facilitatesperfect placement of the 12C in a corner. Rear vision is excellent tooand an internal buttress with a rear three-quarter glass provides aclear rearward view.
The steering wheel is probably the most important sensory itemfor any driver. Apart from the feel and feedback from the front wheels,the actual grip and design of the wheel itself is paramount. Thesteering wheel is 'clean' – there are no buttons to distract thedriver. It also needs to be small and very tactile.
McLaren designers and engineers found the solution to thesteering wheel design challenge under their own roof. Having employedan advanced and compact airbag, the steering wheel design was theninspired by McLaren's racing expertise.
The steering wheel grip of the 12C is as technically precise as a McLaren racing driver's wheel.
This is because past Formula 1 championship-winning drivers'grips were modelled and scanned and the most effective feel andthickness of their wheels was replicated for a high performance roadcar.
Such attention to detail is to be found throughout the McLaren12C's interior and the car does not suffer an over abundance ofswitches, knobs and dials.
The layout and ergonomics of the interior are aided by the 12C'spackaging. The driver and passenger sit closer together, giving thedriver a better feeling of control for placing the car on the roadaccurately as well as leaving more room between the driver and the doorpanel. This allows not only more space for arm movements during harddriving, but also provides space for an additional 'door console'.
Like the McLaren F1, the driver has controls on both sides, which allows for a rational positioning of switches:
• Climate controls on each door console
• Telematics on the upper centre console
• Active Dynamics Panel on the middle centre console
• Transmission and minor controls on the tunnel console
• Trip computer and cruise controls on steering column
Assuch, all groups of controls have their own place and are accessiblewithin a hand's distance from the steering wheel. The instrumentcluster has a large central tachometer and digital speed readout.Behind the steering wheel (and moving with it) is a Formula 1-inspiredrocker for changing gears. It has been engineered to deliver a Formula1 haptic. The science of haptics has been applied to all the controlsin order to generate a consistent and high quality feel. All thecontrols are bespoke, designed exclusively by McLaren, and not a singleone has come from the parts bin of another manufacturer.
The Active Dynamics Panel provides two rotary switches and four push buttons:
• 'Start/Stop'
• 'Active' activates all the dynamic controls.
• 'Winter' sets powertrain, suspension and electronic aids to maximum driver support.
• 'Launch' initiates the launch control system.
The tworotary switches control 'powertrain' and 'handling', each having threeposition settings for normal, sport and high performance driving modes.
• 'Powertrain' changes throttle response, gearbox strategy, shifttimes and impulse (how much one can feel the gearchange). The coaxial'Manual' button controls use of manual gearbox functions.
• 'Handling' changes stability control, steering weight,suspension firmness and roll stiffness. The coaxial 'Aero' buttonallows the driver to deploy the airbrake for increased downforce.
Thesupportive, light weight seat is comfortable andelectrically-adjustable for height. There is plenty of stowage space inthe car with a shelf behind the seats big enough for small bags and a'floating' centre console that leaves space beneath for a large storagecontainer.
The interior's simplicity belies a world-class level of comfortand safety features that will include a full quota of airbags, fullyautomatic dual zone climate control, sophisticated telematics and audiosystems, parking sensors, trip computer, cruise control and electricmemory seats.
Testing and simulation
McLaren has developed one of the most sophisticated drivingsimulators in the world. It is an immensely powerful tool that can beused to predict handling, performance, and a multitude of other dynamicproperties.
The simulator was initially designed to improve the performanceof the Formula 1 cars. But it has also been used intensively in thedesign and development process for the 12C, where modelling offers theopportunity to test likely outcomes without having to build a componentthat might turn out to be inadequate. It saves both money and time andit is perhaps the most effective technology transfer from Formula 1 toroad cars; the handling and suspension of the McLaren MP4-12C wasdeveloped using exactly the same tools and techniques as the McLarenFormula 1 cars.
The crash test requirements are a good example of how simulationhelps speed up development. Long before the first Carbon MonoCell hadbeen constructed, the design had been through hundreds of passive crashtest simulations. When the time came to submit a real world crash test,the 12C passed with flying colours.
"Outside of McLaren, it is almost unknown to meet our standardsout of the box," said Dick Glover, "but simulation worked out perfectlyfor us. It is difficult enough to achieve first time success like thiswith just a relatively predictable, ductile aluminium structure yetMcLaren managed first time out with its MonoCell and added aluminiumstructures. We are very proud of that."
Simulation didn't stop at the design stage. Although over 20prototypes have been built for an exhaustive test programme around theglobe, the simulator remains a key tool and a differentiator from mostcompetitors.
Different engineering teams have cars undergoingspecialized testing including hot weather in Bahrain in the height ofthe 2009 summer, cold weather testing in the Arctic, enginedevelopment, gearbox calibration, electrical testing and ride, handlingand durability programmes.
Before the first prototype was available, the dynamic test team,aided by professional racing driver and McLaren test driver ChrisGoodwin, tested early parts on the simulator as well as a developmentchassis and various engine mules. When dynamic testing started,development and constant refinement of engine, gearbox, tyres,aerodynamics, braking, steering and suspension began in earnest tomatch all projected values and targets.
The testing programme moved into a more 'aggressive' phasefollowing the principles of Formula 1 testing where a car and dozens ofpeople maximise track time during the day and work on improvementsovernight. The principle is 'why test one thing when you can do ten'.Prototypes went to a test track for six weeks with all the experts andsuppliers. The car followed a rigorous regime of testing almost 24hours a day, seven days a week for six weeks. This turbochargedprogramme accelerated the development time.
Production
The production process for the McLaren MP4-12C will enableMcLaren to build on its recent success of record production volumes andquality for a luxury supercar with the SLR.
The McLaren Production System brings a large scale leanproduction mentality into a small-scale, flexible operation. Theprocess is championed by Production Director, Alan Foster's experiencesat Japanese and European car manufacturers.
"Quality is the most important thing to customers," said Foster,"and quality management is a fundamental part of building a McLaren.For my team it is an absolute passion. It doesn't matter whether acustomer is spending ten thousand pounds or a million, it is theirmoney and they rightly expect to have pride in their purchase and besatisfied with it. Our goal is to ensure that we exceed customers'expectations," he concluded.
12C volumes will remain low, but will require a change of mindsetfor McLaren's production line teams as the company moves to highervolumes. But the build process will still focus on craftsmanship, ahand-built philosophy but with a lot of science behind it. Qualitygates will ensure that a car cannot leave a work station untileverything is completed perfectly.
McLaren will maintain its high standards of final approval before a car can be released.
The build of prototypes has already proven the robustness of thisapproach because investment in the manufacturing assembly fixtures thatwill actually be used in production has already prepared the team andshown the build process to be on track. The 12C station cycle timeshave already been reduced by almost a further 20 per cent throughknowledge gained from building the prototypes. In short, the risk hasbeen removed from the production process so that final productionquality will be guaranteed.
Aftersales, retail distribution, personalisation
Not only is McLaren establishing a new company, a new productionplant, an all-new high performance sports car engineered and developedin house... it is also building a global network of retail distributionpartners.
This small number of super operators will deliverthe dedication and purposefulness necessary to ensure an ownershipexperience for the 12C that is as good as the car itself.
Ease of repairability, low-cost of servicing and maintenance, andavailability of parts are of paramount importance to this customerrelationship and have been key targets since the beginning of the 12Cproject. McLaren aims to offer segment leading performance here too.The principle being that a high performance sports car should not justbe a pleasure to drive, but also to own; a car that is efficient to runand own retains its residual value and ensures its owner becomes arepeat purchaser.
Early planning indicates that 25 per cent of sales will be madein the UK, 25 per cent in the USA and the remainder to the rest of theworld, notably Germany and mainland Europe, the Middle East and someFar Eastern countries. Although the McLaren MP4-12C has a comprehensivestandard specification, customers for such an exclusive car want tohave the ability to specify bespoke items, interiors and specialequipment for their own car. McLaren has extensive experience ofmeeting these needs for McLaren F1 and SLR customers.
For example, the 12C will be available in a broad range ofexterior paint colours and interior colours and configurations, whilecarbon fibre components and lightweight forged wheels will reduceweight yet further.
In summary
Motor racing began the McLaren story, but the latest chapter seesthe company take that inspiration and develop it further on the road –and track.
McLaren has a heritage that spans 45 years during which time ithas won 163 Grands Prix, 12 F1 World Championship Driver's titles andeight Constructor's titles.
McLaren achieved the most dominant season ever in F1 (15 wins outof 16 races in 1988) just as it dominated the Can-Am championshipwinning five titles in the late 1960s and early 1970s. McLaren has alsowon three Indianapolis 500 races and the prestigious Le Mans 24 Hoursat its first attempt in 1995.
McLaren remains the only manufacturer to win the F1 WorldChampionship, the Indianapolis 500 and Le Mans – the 'triple crown' ofthe motor sport world.
On top of McLaren's racing record it can lay claim to a road carheritage spanning 20 years, having produced the fastest production roadcar in history, the McLaren F1. Success does indeed breed success andMcLaren intends to continue in this vein.
"McLaren Automotive is well on the way to offering not only anextraordinary new sports car but also to building an innovative newcompany," explained Antony Sheriff, McLaren Automotive ManagingDirector.
"It is an exciting time for all of us at McLaren. We have built anew company, we are constructing a new global dealer network and apurpose-built production plant and, of course we are launching thefirst pure McLaren car for more than a decade. The best way I candescribe the McLaren MP4-12C is to say it is not a 'but' car, it is an'and' car:
• It offers class-leading performance and class-leading economy and CO2 emissions
• It has small dimensions and great packaging
• It is well-equipped with high safety standards and is lightweight
• It has dramatic dynamic potential and the ride quality of an executive saloon car
"When we embarked on the 12C project, we set ourselves ambitioustargets. After all, building a car that matches the performance ofcompetitors is not good enough for us. With a McLaren badge on thefront, it needs to be the best."
"So we developed everything from scratch because it was the onlyway we could ensure we met our ambitious goals and did not compromisethe car – a new chassis concept, new engine, new gearbox, newsuspension system, new telematics system; everything is new. Asexciting as it has been for us, we hope the 12C will prove even moreexciting for our customers," Sheriff concluded.
"I am really proud of what the whole McLaren Automotive team hasachieved with the 12C," said Ron Dennis, McLaren Automotive Chairman.
"We respect and admire our competitors in the high performancesports car market, just as we do in the world of Formula 1, but I alsobelieve that fierce competition drives technology and innovation andproduces ever better products.
"With the McLaren MP4-12C we are determined to deliver the bestcar in its sector by almost any measure. It is our philosophy to pushwhat is possible in car design and engineering and bring innovation andengineering excellence to the performance car world. We have anincredibly dedicated team at McLaren who continue to drive this companyto ever greater achievements, and the 12C represents the passionwithin, as the first of this new range of performance cars fromMcLaren," he concluded.