cheers m8. my passion and sarcasm are often misinterpreted on this board, but that is part of the fun.i know what you mean mate , sorry if you thought otherwise .
people that think like that must live a very miserable life indeed . that means when they buy a 458 they cry themselves to sleep at night because they couldn’t afford an enzo . that is very sad .
when I’m in the gt and pull up along side a boxster , i think great car
thanks for the congratulations , its my only vice in life
I agree the Cayman is a nice car, so too it must be said for the boxster. My sole point is that McLaren's goal was to deliver an everyday usable supercar with as much innovative technology as they could cram in and that would lap Dunsfold in 76 seconds. As any owner will say from experience, it is ludicrously easy to drive this car extremely fast in real world conditions. That said, any car that is in this performance bracket is going to take some skill and cojones to extract the 10th tenth. As a CGT owner, I'm sure you can relate. When the grip and speeds are that high, a mistake is exponentially more costly. A Cayman has the luxury of a lower performance bracket, where the average owner can reach its limits fairly easily.
Porsche has a 12C/458 fighter in development. I look forward to that car and wonder if people will complain that it is too focused on speed and uncompromising. If it is faster than the next gen 12C AND more drift-happy than a 458 at the same time, then it will likely be the best supercar in the segment. Exciting times ahead.
My last point of debate is that the 12C does not require a different driving style, as has been suggested. You still trail brake into tight corners, still turn-in the same, still apply throttle the same. What IS different is the feedback that the car gives you, as its various systems are employed. The feeling of having a softer suspension down the straights is foreign and you have to learn to trust that the roll resistance will be there when you turn in to the corner. The sensation of the car staying so flat in the turn is also strange at first, where you were expecting to feel the outside suspension compress fully to the stops. Anybody that has done a lot of fast driving in other cars has finely tuned their senses to pick up on the precise transitions of front contact patches growing under braking (with rear getting light), then the shift of weight backwards as the brake pedal pressure is removed and the weight transfer to outside tire patches on turn-in, etc. The 12C gives you different cues, that are not immediately familiar. It can be a challenge, at first, to trust them.