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In Canada, yesterday. So much to say about the car, but rather than repeat much of what has already been said, I will try to share a few less obvious thoughts or opinions.
First of all, anybody who writes that the car lacks a sense of occasion is clearly pandering to an audience that has become desensitized to overused literary cliches. It couldn't be further off the mark. If you are lucky enough to approach the 12C with its dihedral doors wide open (as I was), you will know you are in for more than a routine car ride. The MonoCell has been lauded for its technical advantages, but it is equally impressive a structure to take in visually as you plan your entry. When you drop into the tub and close the door from high above you, then move off from idle, it feels more like taxiing a high performance aircraft than any other typical sports car. For any of you that are pilots, think a fully-optioned Cirrus SR22 and you will be close. I often get the impression that the sense of occasion journalists talk about is really them imagining they are taking their fancy little car to meet Angelina Jolie for espresso at a Paris cafe. Fine, I'm not sure she'd be taken by that, but if it floats your boat. The 12C probably appeals to a different mental image. If you like the idea of flying your own Lear Jet to your destination, you'll absolutely love it.
Regrettably, my test drive was not at a race track, so my impressions are necessarily more real-world in nature. I'll tell you right now, there will be more praise in the coming months for the M838T engine. It is an unsung hero of this technology expo and reviewers have been remiss in dedicating so few words up to now. You only need to floor the throttle once to be made instantly aware of the truth. By that I mean the brilliance of this powerplant is in a league of its own. The balance of throttle response to boost throughout the rev range deserves engineering awards for a turbo unit. Porsche would kill for a motor like this. If you currently drive a turbocharged supercar, you will be shocked by the efficacy of the 12C's power delivery.
That theme carried over to the rest of my drive and and my overall impression of the car. It is so well resolved, as a complete package, that you seriously cannot believe it is a first generation product. I'm not talking about fit and finish. I mean the various dynamic sensations, from steering to damping, to throttle response and everything in between, are so cohesively integrated that you would think that the platform has evolved over decades. But yet, somehow they've achieved this not only on the first try, but also considering the car is packed with bleeding edge technology never before used in a road car. It is mind boggling when you consider it. As I did several times during and after my drive.
We've already seen a 10.7 second quarter mile from the 12C (I'm betting we'll see even lower), but I can assure you in the real world the gap to its competitors is even larger still. The reason is the traction. The first couple of times you pull out to overtake traffic and you assess the road surface ahead, you are ginger with the throttle because experience has taught you that stiffly sprung cars can give up contact patch easily. I'd say the McLaren just hooks up and goes, but honestly there isn't even a hooking up phase. It just goes. And goes. The boost is otherworldly and full of character of its own. How could it not be? The 12C is the only road car that has given me that sensation of my eyeballs compressing and my vision going slightly blurry for a few seconds. It reminded me of flight training when my instructor made me close my eyes before putting the plane in a steep dive and then made me pull up and recover. The G-loading sensation is similar. Because of the traction, nothing will keep up with you on real world roads if you decide to stab it. I can guarantee you.
I have more reflections, but running out of time for now. Some pertinent notes from the drive:
- The briefing and ride-along was conducted by Simon Andrew, Technical Specialist from the North American office. Solid guy, knows his material backwards and forwards and engaging to talk to on a variety of McLaren topics, including this forum.
- The car was a very well-optioned Volcano Red, but still a production prototype. Carbon ceramic brakes, standard exhaust, superlight wheels. I will post some pics later.
First of all, anybody who writes that the car lacks a sense of occasion is clearly pandering to an audience that has become desensitized to overused literary cliches. It couldn't be further off the mark. If you are lucky enough to approach the 12C with its dihedral doors wide open (as I was), you will know you are in for more than a routine car ride. The MonoCell has been lauded for its technical advantages, but it is equally impressive a structure to take in visually as you plan your entry. When you drop into the tub and close the door from high above you, then move off from idle, it feels more like taxiing a high performance aircraft than any other typical sports car. For any of you that are pilots, think a fully-optioned Cirrus SR22 and you will be close. I often get the impression that the sense of occasion journalists talk about is really them imagining they are taking their fancy little car to meet Angelina Jolie for espresso at a Paris cafe. Fine, I'm not sure she'd be taken by that, but if it floats your boat. The 12C probably appeals to a different mental image. If you like the idea of flying your own Lear Jet to your destination, you'll absolutely love it.
Regrettably, my test drive was not at a race track, so my impressions are necessarily more real-world in nature. I'll tell you right now, there will be more praise in the coming months for the M838T engine. It is an unsung hero of this technology expo and reviewers have been remiss in dedicating so few words up to now. You only need to floor the throttle once to be made instantly aware of the truth. By that I mean the brilliance of this powerplant is in a league of its own. The balance of throttle response to boost throughout the rev range deserves engineering awards for a turbo unit. Porsche would kill for a motor like this. If you currently drive a turbocharged supercar, you will be shocked by the efficacy of the 12C's power delivery.
That theme carried over to the rest of my drive and and my overall impression of the car. It is so well resolved, as a complete package, that you seriously cannot believe it is a first generation product. I'm not talking about fit and finish. I mean the various dynamic sensations, from steering to damping, to throttle response and everything in between, are so cohesively integrated that you would think that the platform has evolved over decades. But yet, somehow they've achieved this not only on the first try, but also considering the car is packed with bleeding edge technology never before used in a road car. It is mind boggling when you consider it. As I did several times during and after my drive.
We've already seen a 10.7 second quarter mile from the 12C (I'm betting we'll see even lower), but I can assure you in the real world the gap to its competitors is even larger still. The reason is the traction. The first couple of times you pull out to overtake traffic and you assess the road surface ahead, you are ginger with the throttle because experience has taught you that stiffly sprung cars can give up contact patch easily. I'd say the McLaren just hooks up and goes, but honestly there isn't even a hooking up phase. It just goes. And goes. The boost is otherworldly and full of character of its own. How could it not be? The 12C is the only road car that has given me that sensation of my eyeballs compressing and my vision going slightly blurry for a few seconds. It reminded me of flight training when my instructor made me close my eyes before putting the plane in a steep dive and then made me pull up and recover. The G-loading sensation is similar. Because of the traction, nothing will keep up with you on real world roads if you decide to stab it. I can guarantee you.
I have more reflections, but running out of time for now. Some pertinent notes from the drive:
- The briefing and ride-along was conducted by Simon Andrew, Technical Specialist from the North American office. Solid guy, knows his material backwards and forwards and engaging to talk to on a variety of McLaren topics, including this forum.
- The car was a very well-optioned Volcano Red, but still a production prototype. Carbon ceramic brakes, standard exhaust, superlight wheels. I will post some pics later.
, what do you mean, i hope you are mistaken, you must be.
