McLaren MP4-12C - Full Specs Announced [Video]

Press Release

Here are some examples of weight saving measures on the 12C:

• The carbon MonoCell not only reduces the weight of the structure but also allows for the use of much lighter weight body panels: at less than 80 kgs it is 25 percent lighter than equivalent size aluminium chassis.
• Facia airbags, steering column and a significant number of interior components all mount to a single one-piece pressure die cast magnesium beam that offers the same density as plastic and is 75 percent lighter than steel. Structural analysis and casting simulation has delivered a complex part capable of carrying all loads without additional brackets or fixings.
• The close position of the driver and passenger allows for a narrower, lighter body while giving improved visibility with a clearer perception of the car's extremities.
• The small, compact downsized engine coupled to a compact SSG is extremely light, but is also short, minimising vehicle length and thus further reducing weight.
• The standard brakes for the 12C reduce overall vehicle and unsprung mass. McLaren has developed a forged aluminium bell that attaches to the cast iron brake disc. This solution maintained the excellent brake feel of a cast iron disc while saving 8 kg. Carbon ceramic brakes with cooling ducts 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 the larger carbon ceramic units.
• Lightweight exhaust pipes exit straight out the rear of the car, minimising their length and weight.
• Airflow-assisted Airbrake deployment dramatically reduces weight of the Airbrake activation system by about 50 percent, or 5 kgs.
• Significant weight was pared off the alloy wheels through intensive Finite Element Analysis.
• The engine cooling radiators are mid-mounted, as close to the engine as possible, to minimise the pipework, the fluids contained within them, and therefore weight. They were also mounted in car-line to minimise vehicle width.
• Lighter hexagonal wiring saves almost 4 kgs over circular wiring.
• A new lithium-ion battery saves more than half the weight of a traditional Lead acid unit. Designed to occupy the same space as a conventional H8 lead acid unit, the 12C battery saves over 10 kgs compared to a typical lead acid battery. Designed by McLaren in conjunction with a specialist supplier to match the performance of the 12C's electrical architecture, the lithium-ion battery meets all environmental, electrical and EMC requirements. And battery life should be longer than a standard storage unit.

But lightweight does not mean ‘stripped out'. At near 1300kgs (dry - in its lightest configuration), the 12C is lighter than its main rivals thanks to this holistic approach to weight reduction; an approach that also takes into account a high standard specification.

Mark Vinnels said, "It is not just how light can we go, but what is the ideal weight for our customers - what will satisfy their performance expectations of McLaren coupled with their day-to-day needs for a car. We want this car to be used every day, but also push what is possible in a performance car - whether that is on the track or on the London to Monte Carlo cruise.

"Our background and skills mean we inherently work to the standards expected in Formula 1 or the aerospace industry - we're not a ‘normal' car company in that respect. Our analysis and application of lightweight technologies, such as carbon, benefits from 30 years of working with the material, so we are in a great position to offer an extremely light car; and one that is also extremely safe and luxurious," he concluded.

Interior design and packaging

It all starts with the driver

Packaging was fundamental to support the MP4-12C's low weight targets. Externally, the car had to be compact, yet internally it had to offer an unparalleled driver and passenger environment where space, comfort and driving enjoyment at all levels were not compromised.

At 4507mm long, 1895mm wide at the front axle (1908mm rear), and 1199mm high, the 12C is compact externally, yet the interior is spacious, being designed to accommodate 98th percentile adults in comfort.

"With the interior, we have created a real step forward in the packaging of a sports car," said Frank Stephenson, Design Director. "The MonoCell concept allowed us the freedom to design the occupant space around the driver, just like in a Formula 1 car. And this also brings the driver closer to the centre of the car, improving control and driver enjoyment. Positioning the pedals inboard improves the problem of wheel well intrusion. We also repackaged many of the major components that normally sit under the dashboard to allow for more space and a unique form.

"The MonoCell's dimensions define the interior space and our design team had input into its dimensions. The result is, in my view, the perfect space - unique and uncompromised. Packaging in sports cars is often an after-thought - "now, what can we fit in and where?" - but with the 12C it was fundamental. The occupants have to enjoy being in this car more than any other sports car they have ever owned," he concluded.

Ergonomically, the 12C delivers on its aim of making the driver feel as comfortable as possible, whether driving in town or on a track. The steering column is centred on the driver, and is parallel to his seat and shoulders. The brake and throttle pedals are also placed directly in line with the driver. All primary controls are within a hands-reach yet surfaces and switches do not intrude or interfere during spirited driving.

But the creativity of the interior design itself also aims to set new standards. The whole focus is on making the 12C cockpit a uniquely comfortable and functional space. The design offers a symmetry that wraps around the occupants and makes them feel not only physically, but also emotionally comfortable.

This has been partly achieved by the 7 inch touch screen telematics system oriented in ‘portrait' mode. This is a first for the automotive industry and is more intuitive than ‘landscape' orientation - we read down a page and our mobile telephones and other personal information devices are configured this way.

It has also been designed with the minimum of command buttons in order to minimise the complexity of its operation, and can be viewed by both driver and passenger.

The telematics system is revolutionary - McLaren wanting to surprise 12C owners with every turn. Richie Sibal, McLaren Automotive's Function Group Manager for Electrical Systems said, "Most owner's reaction to the portrait telematics screen will be, "why doesn't everyone do that?" That reaction would underline our philosophy for this car; with a clean sheet of paper we have been able to innovate and define new concepts and solutions.

"The touch screen itself comes from the world leader in this technology," Sibal confirmed. "It has a circular polariser built in to minimise reflection and outstanding levels of luminance. The 60? viewing angle from either side of the car provides excellent clarity and ease of use.

"We wanted to minimise the touch screen controls to avoid driver distraction," he continued, "so it only has six -‘applications' such as navigation and audio, two ‘soft' buttons that change operation according to function, ‘mute', ‘volume' and, of course, ‘home'. The car will also employ the best speech recognition technology available, which allows voice commands to activate navigation, telephony and audio functions," he concluded.

McLaren designers paid great attention to all-round visibility from the car for both safety and driving precision.

The low windscreen cowl gives a full six degrees downward vision from eye height and, importantly, allows the driver a clear view of the front of the car. The view of the top of the front wings, with the highest point positioned directly above the centre of the wheel, also facilitates perfect placement of the 12C in a corner. Rear vision is excellent too and an internal buttress with a rear three-quarter glass provides a clear rearward view.

The steering wheel is probably the most important sensory item for any driver. Apart from the feel and feedback from the front wheels, the actual grip and design of the wheel itself is paramount. The steering wheel is ‘clean' - there are no buttons to distract the driver. It is also small and very tactile.

McLaren designers and engineers found the solution to the steering wheel design challenge under their own roof. Having employed an advanced and compact airbag, the steering wheel design was then inspired 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 McLaren world champions' grips were modelled on a CAD system and scanned to produce an exact replica on the 12C's steering wheel.

Such attention to detail is to be found throughout the 12C's interior and it does not suffer from an over abundance of switches, knobs and dials.

For components that customers can see and touch it is even more important that they are pure McLaren. None of the switches are carry-over parts from another maker: all are bespoke items designed exclusively by McLaren for the 12C.

"No one can sit in the 12C and identify anything from another car," said Sibal. "This is not always the case with car manufacturers because it is costly. However we took the view that customers in this sector don't want to look at buttons or controls from a mainstream car. Such attention to detail will pay off in the long run and helps develop a McLaren design language for future cars, because we have designed the switches to be modular. Controls and consoles will be available in a variety of materials such as aluminium and carbon fibre, so that customers can personalise their car and choose exactly its look and feel."

It is not only the appearance of the switchgear that is important: the haptics and ergonomics are essential ingredients in providing a unique environment for the 12C buyer. Haptics - the ‘look', ‘feel' and ‘touch' of a control - and ergonomics - how accessible they are and what kind of feedback they give the driver - have been the subject of considerable focus at Woking.

"Being able to design the interior controls from scratch has enabled us to dial in a silky feel to some switches and for others, where necessary, a detent to assist the driver.

"We have minimised the overall number of switches and controls for ergonomic reasons, but ensured that there is a consistent feel throughout the car. We have also created a consistent McLaren background illumination colour for all the dials and switches," confirmed Sibal.

As far as media is concerned, the 12C's infotainment system supports all major file types with bespoke extensions for typical MP3 players and other devices. It accommodates all Bluetooth V2-compatible mobile phones and uses a world-class navigation system. It has a picture viewer, a video player and AM/FM radio. It is notable in not offering a CD player - modern use of MP3 players in cars negates the need to add such a weighty device.

Audio quality is taken very seriously and the 12C features a system from Meridian, the first time the premium audio manufacturer has designed an automobile application. Two versions will be offered and the highest specification will be equipped with surround sound.

"The 12C will be one of the first cars to feature WiFi and it will enable access to the internet via hotspots," said Sibal. "It will have the ability to push or pull media files from, and to, car from home or office. Alongside the familiar business and home facilities such as web browsing and email, we will introduce exclusive applications direct from the McLaren portal," Sibal concluded.

The infotainment system also supports the option of a three camera recording system. One is placed in the nose of the 12C, a second at the rear and the third at eye line from behind the driver's shoulder. Thus, a full, three-angled record of the 12C's lap around the Nurburgring, for example, can be permanently stored on a customer's hard drive.

The layout and ergonomics of the interior are aided by the 12C's packaging. The driver and passenger sit closer together, giving the driver a better feeling of control for placing the car on the road accurately as well as leaving more room between the driver and the door panel. This allows not only more space for arm movements during hard driving, but also provided 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 (see below) on the middle centre console
• Transmission, handbrake, door locks, bonnet release and hazard warning light on the tunnel console
• On-board computer (left) and cruise control (right) on the steering column

As such, all groups of controls have their own place and are accessible within a hand's distance from the steering wheel. The instrument cluster has a large central tachometer and digital speed readout. Behind the steering wheel (and moving with it) is a Formula 1-inspired rocker for changing gears. It has been engineered to deliver a Formula 1 haptic.

The science of haptics has been applied to all the controls in order to generate a consistent and high quality feel. All the controls are bespoke, designed exclusively by McLaren, and not a single one has come from the parts bin of another manufacturer.

The Active Dynamics Panel on the middle centre console provides two rotary switches, ‘P' and ‘H', and four push buttons:

• ‘Start/Stop': 12C is keyless
• ‘Active' activates all the dynamic controls: on ignition, the 12C starts in ‘automatic', and ‘normal' settings for Handling and Powertrain. Depressing ‘Active' then engages the preferred driver settings
• ‘Winter' sets all electronic support systems to a maximum intervention level, with gearshift strategy and torque control optimised to limit any loss of traction
• ‘Launch' initiates the launch control system

The two rotary switches, ‘P' and ‘H', control ‘Powertrain' and ‘Handling', each having three position settings for ‘normal', ‘sport' and ‘track' driving modes.

• ‘P' changes throttle response and acoustics, gearbox strategy, shift times and impulse (how much one can feel the gearchange). The coaxial ‘Manual' button controls use of manual gearbox functions.
• ‘H' changes stability control, steering weight, suspension firmness and roll stiffness. The coaxial ‘Aero' button allows the driver to deploy the Airbrake to a 15 degree Driver Downforce position for increased downforce.

"The opportunity to set preferred performance settings for both handling and powertrain, independent of each other, will be relished by 12C owners," said Louis Baldanza, McLaren Automotive's Product Manager for 12C.

"Spirited driving on rough B-roads for example can be enjoyed with ‘P' in ‘sport' and ‘H' in ‘normal', giving great throttle response and sharp gearshifts, but with a smooth ride. On arriving at a circuit, the owner can then simply switch to ‘track' for both ‘P' and ‘H', depress ‘Manual' and ‘Aero' for full control of the gearshifts and maximum downforce from the Airbrake," he concluded.

The supportive, lightweight seats are comfortable and electrically-adjustable for height. There is plenty of stowage space in the car with a shelf behind the seats big enough for small bags, a closed storage bin under the armrest, pockets on the front of the seat cushions, and a ‘floating' centre console that leaves ‘cupholder' space beneath.

The interior's simplicity belies a world-class level of comfort and safety that will include a full quota of airbags, fully automatic dual zone climate control, parking sensors, trip computer, cruise control and fully electric memory seats.

The standard interior materials are all premium quality.

Exterior Design

Everything for a reason

The McLaren MP4-12C has been designed around a demanding mechanical package that puts emphasis on aerodynamics, compact dimensions, performance and efficiency, practicality and comfort. The design of the 12C was driven by aerodynamics and engineering innovation; the reason why McLaren Automotive believes it will remain contemporary and elegant throughout its lifetime as well as distinctive among its peers.

Frank Stephenson, McLaren Automotive's Design Director, finalised the design: "Like most designers it's a boyhood dream to work with high performance sports cars. They are the purest expression of speed and purpose and, with increased consumer demand in this market and environmental aims to the fore, offer designers the ultimate challenge. The 12C design was led by aerodynamics and engineering influenced by the pinnacle of car design - Formula 1 - and it's a fascinating challenge to work within such inspirational philosophies.

"It has been absolutely fundamental, and will remain so in future McLarens, that the design team and engineering teams work hand-in-hand. It does inhibit a designer's natural tendencies, but it makes for a better product, more quickly. Putting them together makes designers more pragmatic and engineers more creative and, as I have seen at McLaren, delivers great results.

"Designers are never satisfied! So, what's the point in a team of designers being locked away for months only for the engineers to tell them that what they have designed cannot be built? It's a waste of time and money. Everything we do at McLaren must be for a reason, and this collaborative system ensures that we're quick, innovative and purposeful. It means that the designers, engineers and production teams are all heading in the same direction.

"I really feel that the end result - the styling, if you like - communicates the 12C's engineering integrity and technical benefits and it is this purity that makes the design timeless and the product premium." Stephenson concluded.

The overall design theme supports engineering and aerodynamic ambitions. Purity of lines then give the car its character. All the fins, vents and the flat underbody are there for a reason. No styling addenda have been incorporated for appeal or style alone. This aerodynamic purity explains why this car can hit top speed with great stability without resorting to tea tray wings or deep front air dams.

Successful car design is based on proportions and McLaren's styling team, whilst driven by the demands of the purest airflow, honed a mix of concave and convex surfaces that present balanced proportions and a feeling of lightness. Nothing is out of place on the car and surfaces interact smoothly and with purpose; surfaces that are integrated into the whole of the car along two continuous lines that flow round the body.

A perfect example of the exterior design resulting from the combination of aerodynamics and engineering innovation is the front of the car, from the A-pillar forwards. It is very low and narrow, since it does not have to house large engine cooling radiators, two of which are mounted longitudinally at the sides behind the occupants. This offers the added benefit of segment-leading space for storage under the bonnet.

This intelligent use of air flow defines the car. Moving the radiators back also means that the same air that flows through the radiators also cools the engine, whilst it also reduces the length of pipework within the car and volumes of associated fluids, thereby reducing weight.

The 12C's face is dominated by large and distinctive air intakes. A removable front splitter, bi-xenon headlights with LED running lights inspired by the form of the McLaren logo, and a large windscreen with low cowl complete the 12C's face. The McLaren logo itself also graces the bonnet of a road car for the first time.

Illumination from the running lights bleeds into three distinctive gills just above the headlamps. The windscreen is deep and low for superb forward visibility and redolent of the McLaren F1: in wet weather it is swept by a single weight-saving pantograph wiper blade, as was the F1.

Stephenson said, "The 12C does not reproduce the F1 design, but it unashamedly builds on its functionally-driven engineering and design highlights such as the large, deep windscreen and the low cowl to give the driver good visibility for accurate placement on the road. Any similarities are there for a reason.

"We evolved the design in the wind tunnel until the design was finalised in mid-2009 and this resulted in some great final touches to the front end in particular. The larger air intakes, more pronounced and personalised headlight units, and the removable front splitter give the car a great face."

From the side, the 12C cannot be mistaken for another sports car. The dominant side air inlets are divided by dramatic turning vanes that help direct (without slowing) cooling air over the in-line side radiators. This shape was designed and optimised using McLaren's extensive Computational Fluid Dynamics (CFD) capability. Likewise, the scalloped shoulders drive airflow to the Airbrake, thereby enhancing its effectiveness in the aerodynamic package.

The other prevailing design characteristics are the dihedral doors (a hereditary gene from the McLaren F1), which has a clear purpose, like every other element of McLaren's design ethos.

The concept of dihedral doors is simply to allow the driver and passenger to get into and out of the car as easily as possible as well as allowing a smaller door opening than would otherwise be necessary. The simple act of moving the door forward and upwards invites the driver to step across the sill and sit in the car more easily. The door can be opened and closed from a seating position.

In tighter parking situations, dihedral doors allow ingress and egress in a situation where another car has parked too closely. In traditional door systems a larger parking space is necessary to permit the doors to open wide enough.

With its single hinge, the dihedral doors offer weight-saving features and are unique to the McLaren brand. As is the handle-free keyless door entry system that offers both a purity of design as well as a contribution to the car's aerodynamics: door handles disrupt air flow.

The design of the standard cast alloy wheels (19" front, 20" rear) was driven by McLaren's light weight objectives: the styling was agreed in concept, and then the wheel was tuned using finite element analysis to take a further 4kg out of the wheels. Bespoke Pirelli tyres (235/35 R19: 305/30 R20) have been developed in conjunction with McLaren specifically for the 12C.

The 12C's rear is unique. Exhaust pipes exit high, in the centre of the car and straight out from the engine - minimising their length and therefore weight. The rear features a bank of slats and vents to ensure efficient evacuation of hot air from the engine bay, and the engine itself is visible through a thin glass cover on the rear deck. The LED tail light clusters do not dominate the rear - they are only visible when illuminated - and appear ‘hidden' behind horizontal black bars. The two upper bars at the rear light up as LED brake lights and turn indicators. Below the light clusters, the business-like appearance is completed with the car's downforce-optimised rear diffuser, edged with the reverse light and reflector.

At just 4507mm long, 1895mm wide at the front axle (1908mm rear) and 1199mm high, the 12C is short, narrow, and low, and has short front and rear overhangs due to its long 2670mm wheelbase - a layout that promotes stability and assists handling response. There will be no mistaking the 12C from front, side or back.

Aerodynamics

Aerodynamic efficiency defined the 12C's design. It has smooth upper body surfaces to yield a highly effective drag coefficient and generate very high levels of balanced downforce at high speed. This helps to maintain traction, cornering ability and stability while low drag aids top speed and acceleration.

A completely flat underbody helps to smooth out and speed up air flow under the car, as faster air pulled from the rear of the car increases downforce at the rear. A removable nose splitter gives more downforce at the front.

Aerodynamics also plays a major part in the cooling of the car and in reducing its CO2 emissions. Air flow through, over and under the car has been honed through Computational Fluid Dynamics (CFD) and real-world testing programmes. Managing engine temperatures has been a key focus for the development team, driven by the ground-breaking combination of a small capacity, high power engine that sits very low in the chassis and as close as possible to the cabin.

Simon Lacey, Head of Vehicle Technology: "From an aerodynamic standpoint, the main impact we can have on CO2 is in controlling engine temperatures.

"But it's a fine and challenging balance to achieve, that relies on intelligent use of air, because driving cool air over and through the engine bay boosts performance, whilst keeping the oils in the engine and systems hot reduces CO2. And you want both, of course - cool air and hot oils to improve performance and reduce emissions.

"Our Formula 1 culture helps us here as we have worked with CFD for years and can quickly spot where air is losing energy and slowing down. We trust what CFD tells us - we can see the results every other weekend," concluded Lacey.

Through its motor racing exploits, McLaren has played a major part in honing the accuracy of CFD data. This experience has considerably benefitted the 12C's aerodynamic properties.

"Every aspect of the 12C has been tuned using the most advanced equipment available," explained Ian Gough, McLaren Automotive's Head of Aerodynamics. "Of course, the requirements in Formula 1 are different to that of the 12C but there are some features that derive directly from Formula 1 experience. One example is the guide vanes behind the front and rear wheels.

"Rather like the turning vanes behind the front wheels of the McLaren Formula 1 car that have now been banned, the vanes on the underside of the 12C are designed to divert turbulent airflow created by the wheels. If the wake from the wheels is allowed to interfere with the clean air flowing across the smooth underbody, it prevents this clean air from generating downforce as the diffuser rises at the rear."

The vanes have created a very significant improvement in airflow beneath the 12C that helps generate a lot of downforce without any drag at all, whilst the diffuser itself is designed along Formula 1 principles.

"As the diffuser tunnels become a ramp, air from the flat floor accelerates and is evacuated into the area of low pressure behind the car, which it then enhances. In crude terms it helps suck the car down onto the road.

Another element of the 12C's aerodynamic armoury is the Airbrake which works with the diffuser to create even more downforce. When it is fully deployed under heavy braking, the Airbrake creates significant additional wake that works with the diffuser to suck even more air from under the car: it actually speeds the airflow beneath the 12C," Gough concluded.

Innovative Technologies

McLaren's raison d'être is to race to win. And only by constantly adapting, innovating and challenging the status quo, can a racing team, or a car company for that matter, progress towards such a goal.

The new McLaren MP4-12C features a raft of new technologies never before seen in the sports car or automotive world. From the engine to the transmission, the suspension to the braking system, the use of aerodynamics to electronics, the 12C genuinely re-writes the rule book on how a high-performance sports car is designed.

Dick Glover, McLaren Automotive's Technical Director, said, "Our experience with the McLaren F1, and with many people from the Formula 1 and Le Mans racing teams, gives us a great insight into what is technically possible in a car. Some of those innovative technologies have been applied to motor racing, and subsequently banned because of the performance benefits they offer, but we are now reaping the benefits of that knowledge.

"The vehicle dynamics - its consistency of balance, mechanical grip, steering quality, damping quality - are all delivering on our exceedingly high expectations. We are confirming the benefits of technological concepts such as Brake Steer and our Proactive chassis control system - both firsts for a road car.

"Likewise on the powertrain, the SSG transmission and race-derived engine are producing a blindingly quick car, but one that has a very accurate shift quality and great engine driveability. Importantly, while cruising, the engine is also quiet. It still sounds magnificent when you open it up, but its low capacity generates impressive efficiency," he concluded.

Powertrain: pure McLaren

The 12C is powered by a twin-turbocharged, 3.8 litre 90? V8 engine - the ‘M838T' (the nomenclature stands for McLaren - 8 cylinder - 3.8 litres - Turbo). This marks the start of a new era in ‘core' segment sports cars - smaller capacity, lighter weight, higher efficiency and more economical power units.

The engine has the highest specific power output in its segment which, when allied to the car's lightweight carbon MonoCell, delivers power- and torque- to weight ratios which exceed 450ps and 450Nm per tonne.

M838T is a unique McLaren power unit, developed specifically for the 12C. It is compact, lightweight, very stiff, and offers an uncompromising combination of very high performance with driveability, and peerless economy and CO2 emission values targeted at well below 300g/km.

Taking power and emissions in combination (measured by its horsepower to CO2 ratio), the 12C aims to deliver its power at greater efficiency than any other car on the market with an internal combustion engine, including hybrids.

M838T features dual variable valve timing and produces around 600ps and 600Nm of torque. A dry sump and flat plane crankshaft allow the engine to be placed extremely low in the chassis thereby lowering the centre of gravity and improving handling responses. It also features lightweight cam covers and intake manifold, which reduce weight and heat transmission into the charge air, as well as Nikasil-coated aluminium liners for further weight reduction.

"We wanted the engine to be as small as possible. After evaluating a number of ‘off-the-shelf' units, we felt that, in terms of design and layout, every alternative was too big a compromise," explained Richard Farquhar, McLaren Automotive's Powertrain Manager.

Farquhar sought the following characteristics from the 12C's engine:

• Short in length to minimise the 12C's wheelbase for optimum dynamics.
• Short distance from the centre of the crankshaft to the bottom of the engine for the lowest possible centre of gravity.
• Positioning, with the transmission, as close to the centre of the car as possible in order to minimise the polar moment of inertia and its dynamic effects.

"That is why we decided to design our own engine," said Farquhar. "It is compact in terms of length and height and it complements the concept of the 12C perfectly. Its high end power, wide torque band, effective operation at high G forces and its traction performance over the rev range make it a perfect partner for the character of the car.

"I am particularly satisfied by the environmental performance," he continued. "With the 12C we are leading the way in the sports car market with a smaller capacity pressure-charged engine: not only will we deliver class-leading power output but the 12C engine will consume considerably less fuel than its competitors. Our target on emissions is 300 g/km of CO2, but we won't rest until we get below that. I am convinced we have created the blueprint for the way forward for engine technology in the sports car market," claimed Farquhar.

The positioning of ancillaries shows McLaren's attention to detail in how every part of the car contributes to the whole 12C concept. On most engines the ancillary drives are belt driven and, therefore higher up on the engine casing.

The 12C engine has no belt drive at the front which minimises the engine length, while the air conditioning compressor and alternator have been located directly behind the primary water pump on one side and the oil pump on the other. They are located axially and operated directly by a gear and chain drive from the camshaft low down at the front of the engine, tucked in tight against the ladder frame and the sump (the ancillaries weigh around 15 kgs). This keeps the heavy masses where they are most effective - low down, to lower the centre of gravity, and as close to the centre of the car for a low polar moment of inertia.

The flat plane crankshaft and dry sump allows the crankshaft to be located as low as possible, which also helps lower the 12C's centre of gravity. The dry sump system complements the high dynamic performance of the car and the high G loadings it can generate. It evacuates oil from the sump and holds it in a dedicated reservoir located at the right hand front corner of the engine bay, not at the rear like many cars, so that yet another significant mass is placed to benefit the 12C's handling.

"Everything in this engine is unique: it is bespoke for McLaren," explained Farquhar. "The M838T has all the DNA of a racing engine and it was important to keep those characteristics in its inherent architecture. But in its application it has been developed to meet the twin demands of flexible road driving and more urgent track activity.

"The performance ‘feel' is critically important to the character of the 12C, particularly on a track," he continued. "Around town it is very different: the tip-in, tip-out responses in stop-start driving must deliver smooth and driveable characteristics, while maintaining the 12C's ability to overtake with imperceptible turbo lag.

"Many of our customers will use their 12C every day and in a variety of conditions: others, only occasionally. The M838T is an engine with a very wide operating envelope in terms of bottom- and mid- range torque with peerless top-end performance," said Farquhar. "Seldom do high power and torque outputs complement low fuel consumption and CO2 emissions, but for 12C the application of variable valve timing and bespoke twin-turbocharger technology has enabled us to scale new heights: it is a pretty special application."

The maximum engine speed at 8,500 rpm is extremely high for a turbocharged application and the wide maximum torque curve provides immense pulling power from under 2,000 right up to 6,500 rpm. The full 600Nm is targeted from 3,000 rpm, with 80 percent targeted as available below 2,000 rpm. Peak power is reached at 7,000rpm. This vast spread of torque and power delivery, combined with a quick, transient throttle response, provides a flexible range of driving characteristics, playing a key role in delivering the 12C's unique dynamics.

Variable valve timing maximises performance at the low end of the rev range and aids the goal of lower emissions, as does the efficiency and performance of the low air pressure-loss intake and exhaust systems. The twin turbochargers have been developed to maximise their operating efficiency throughout the engine speed range and the charge air is routed through heat exchangers in the engine bay, which have been uniquely developed to maximise cooling and charge density and power.

Not only is this jewel of an engine a joy to look at and a thrill to drive, it also delivers a great soundtrack to highlight the performance, flexibility and driveability. The sound of the engine has been thoroughly engineered through exhaust manifold design and tuning of the exhaust and intake systems to deliver a unique engine note.

"With a modern engine and its complex control systems it is important that we don't dilute what the driver feels when he touches the throttle," said Farquhar. "The acoustic and sensory experiences the driver gets from the engine provide not only part of the satisfaction but also helps to modulate his driving to how the car is behaving.

"Historically, turbo engines have sounded muffled which is a natural result of the exhaust gases being re-routed," he continued. "To engineer aural and emotional responses has been an engineering programme in its own right. In the case of exhaust gases, the design of the manifold, the diameter of the pipes, the application of exhaust valve geometry, and the materials and design of the rear mixing box are all the result of an intense focus on ensuring the sound quality of the 12C is not like that of a traditional turbo unit," Farquhar concluded.

The intake manifold sits above the eight racing style inlet trumpets that are tuned in length to achieve maximum power. Exhaust gases exit through a mixing box into the high-level exhaust pipes, rather than a conventional and heavy silencer box. This application, inspired by noise engineering from motorcycles, channels exhaust gases through an exhaust valve that features a channel that then projects emotive, but legal, levels of engine noise.

All parts of the exhaust system up to the mixing box feature sandwich layer heat-shielding that helps minimise heat build-up in the engine bay. In just an 18mm gap, exhaust pipe temperatures reduce from 900OC to 300OC

Seamless Shift Gearbox

The engine drives the rear wheels through two wet clutches and a seven-speed SSG Seamless Shift dual-clutch gearbox that is bespoke to the 12C.

The Seamless Shift technology offers variable programmes ranging from ‘normal' for road use and ‘sport' for quicker changes still, right up to a lightning quick high performance ‘track' mode. In addition an ‘automatic' mode, ‘launch control' and ‘winter' modes can also be selected, the latter changing all electronic functions to suit low grip conditions and delivering maximum driver aid and support. There is no traditional manual transmission offered; the two pedal layout offered further scope to create a narrow, lighter, and more comfortable car.

Design of the SSG system was driven by a demanding mechanical package that not only reduces weight and improves dynamic control for the entire vehicle, but also delivers real driver benefits.

It is a development on the automated and sequential manual gearboxes with paddle shifts that proliferate in the car market today. The character of the transmission will engage even experienced drivers with its responsiveness and its contribution to the whole dynamic package. With minimal torque loss, there is none of the lurch, hesitation or unpredictability that characterise traditional automated-manual transmission systems.

It is also lightweight and compact in design. The input shaft lies very close to the output shaft to help position the entire powertrain low in the vehicle. Twin secondary shafts ensure any rear axle weight overhang is minimised and rear crash performance is uncompromised. The bespoke SSG is further complemented by an entirely new control system.

This obsessive attention to detail comes as second nature to McLaren, but is not just there to satisfy the engineers' passions. McLaren's designers have also engineered the system to work seamlessly with, and for, the driver.

Its size and positioning contributes to weight reduction and benefits packaging targets, improving the 12C's driveability. Driving programmes and shift strategies take the driver's own inputs and use them to directly control the engine's torque and speed to deliver performance, economy or comfort as requested.

"McLaren was offered proprietary dual clutch transmissions but none was right for our concept. The dimensions and packaging would have been compromised by the layout and positioning of the masses in every case," explained Farquhar. "SSG is a twin layshaft design with two small diameter wet clutches placed side by side, rather than concentrically.

"As a result we have built a seven speed gearbox that is 150-200 millimetres shorter than a conventional single layshaft six or seven speed box. This, in turn, allowed us to bring the mass of the transmission as far forward as possible in relation to the rear axle, thereby benefitting not only the concentration of weight nearer the centre of the 12C, but also allowing the central part of the diffuser to ramp up earlier for better downforce," he concluded.

Gears are changed using a Formula 1-style diecast aluminium rocker shift that pivots in the centre of the steering wheel. It is actuated on either side of the steering wheel. As with the Vodafone McLaren Mercedes Formula 1 car, a shift up can be actuated either by pulling on the right or pushing on the left of the rocker, a shift down by pulling left or pushing right. The rocker moves with the steering wheel, rather than being mounted on the steering column, so that if a gear change is needed while lock is being applied the driver knows exactly where it is located. Gear changes are accompanied by a distinctive click from the rocker paddle that can be both heard and felt by the driver.

The rocker itself incorporates an innovative feature created by McLaren engineers called Pre-Cog. The name stands for pre-cognition, literally ‘foreknowledge'. The rocker on the 12C has two positions with a slightly different haptic (or feel) for each. The first pressure applied by the driver to the rocker informs the gearbox to get ready to swap ratios, thereby saving time - latency - between the message being sent and the gearbox being primed to act. The second pressure confirms that the gear should be changed and the torque handover is completed in milliseconds.

"What Pre-Cog actually does is initiate the shift process by priming the clutch and torque handover - it takes significant time out of the process and delivers both an instantaneous and engaging shift control," explained Dick Glover, Technical Director.

"It's a little bit like the first pressure on a camera shutter button. There's no requirement for the driver to use it but it is more satisfying and engaging if you do. Pre-Cog removes a relatively time-consuming part of the gear change from the driver's climb up the ‘box - about one-third to one-half before you change gear.

"The SSG also promotes seamless shifting in that the driver doesn't have to reduce engine power at all - rather than the gearshift slowing you down, it actually speeds the car up by recovering the energy of the crank spinning as it drops engine speed. In full automatic mode SSG will shift at points that feel good whether you're driving to the shops, or from London to Monte Carlo. There is not one single programme, but different ones according to the driver's circumstance.

"In practice, the latency of the shift is virtually zero, the actual gear change time is very fast and the level of impulse can be varied according to the gearbox mode. Considering that McLaren was the first Formula 1 team to introduce seamless shift gearchanges into motor racing, it was a natural step to develop such a bespoke transmission for our sports car project," Glover concluded.

Modus operandi

The 12C's handling and performance parameters can be pre-selected by the driver through the ‘H' (Handling) and ‘P' (Powertrain) rotary switches on the Active Dynamics Panel. Each mode tailors the car in many ways to provide the 12C with a combination of distinct and distinctive characters.

Three ‘H' modes - ‘normal', ‘sport' and ‘track' - change stability control parameters, steering weight, suspension firmness and roll stiffness.

Whilst ‘P' modes - ‘normal', ‘sport' and ‘track' - alter throttle response and engine acoustics, gearbox strategy, shift times, and impulse (how much one can feel the gearchange).

"In the case of the transmission, we examined how we could control the gearbox to give drivers their ideal settings," explained Farquhar. "The Powertrain and Chassis Control Unit, combined with driver controls, enables us to decouple the Powertrain programme from the Handling programme acting on the chassis. In other words the driver can choose a chassis set up and then how he or she wants the powertrain to behave."

"The parameters vary to give unique performance outputs. For example, seamless shifts in ‘normal' mode in Powertrain setting give magically efficient and imperceptible shift schedules. In ‘sport' or ‘track', however, the driver might not want such gentle shifts: he or she can choose to forgo some smoothness for maximum performance."

‘Proactive' chassis = control

The suspension for the McLaren MP4-12C breaks new ground, offering hitherto unseen levels of roll control and grip (an almost flat cornering attitude, depending on the Handling programme selected). Such behaviour appropriate for the race track would normally imply a rock-hard ride, but the 12C also delivers compliance and ride comfort more akin to an executive saloon car. The mix of occupant cosseting and sporting potential is truly unique. The 12C offers the driver both class-leading ride comfort and class-leading performance.

The whole chassis package produces not only a unique relationship between ride and handling, but also astonishing lateral grip and outstanding traction. The 12C is poised and balanced whether negotiating high or low speed corners, during direction changes, under heavy or light braking and on tightening or opening corners.

The trick behind blending such opposing objectives lies in the innovative ‘Proactive' chassis control system, working from the car's uncompromised geometry and weight distribution.

The suspension is based on double wishbones with coil springs. The dampers are interconnected hydraulically and provide adaptive responses depending on both road conditions and driver preference.

The Proactive system features driver-adjustable roll control which replaces the mechanical anti-roll bars that have been a standard feature of road cars since time immemorial. It allows the car to maintain precise roll control under heavy cornering while decoupling the suspension in a straight line for excellent wheel articulation and compliance.

Not only is the Proactive suspension a unique application that delivers absolute benefits to driver and passenger, but it is also another example of McLaren's drive to achieve all-round performance goals from core engineering targets.

For example, the unique blend of a compliant ride with ultra-sharp handling also delivers ownership benefits as it protects suspension bushes from wear and tear, with McLaren's research suggesting a potential for up to ten times more mileage than on some competitor cars. Also, the hydraulic pump that supports the dampers is the same pump that supports the electro-hydraulic steering system. Why use two pumps when one - small and lightweight - pump will do?

Brake Steer and Airbrake

Another feature that helps the 12C to handle at a new level is a development of an electronic system used by the McLaren-Mercedes-Benz 1997 MP4-12 Formula 1 car - Brake Steer. In essence, it is a system that applies braking forces to the inside rear wheel when the car is entering a corner too quickly to make the desired radius - supporting either a driver who has misjudged the corner, or a skilled driver seeking the fastest possible entry and exit from a corner.

Under normal circumstances these scenarios would tend towards a state of understeer. Brake Steer controls this and makes the car behave in a more neutral fashion, bringing its nose back on line. It assesses the steering angle to determine the driver's intended course and applies the inside rear brake to increase yaw rate and resume the desired course.

The system also works on acceleration out of a corner when the inside rear has a tendency to spin, allowing the driver to put power down more quickly. It exceeds the performance of a limited slip differential and obviates the need for such a complex and heavy unit, thus saving valuable kilos.

A further array of electronic aids is fitted to the 12C that will assist and protect the less-experienced driver, or when conditions challenge even the best. These include ABS, ESP, ASR traction control, Electronic Brake Distribution, and Hill Hold. The level of intervention varies according to the Handling mode selected.

The active Airbrake is another innovation that made its debut on the F1 supercar and was also incorporated into the SLR. It deploys hydraulically under braking, or when the driver wants to trim the car for increased downforce by using a switch on the Active Dynamics Panel.

Under heavy braking above 95 km/h, a piston operated by transmission hydraulics raises the Airbrake to 57 degrees. Once the first stage ‘wing angle' is set, and the Airbrake pushed into the airflow, the centre of aerodynamic pressure forces the bottom of the ‘wing' back. In this way, aerodynamics raise the Airbrake to its full and maximum angle rather than relying on a larger, and therefore heavier, motor. This weight-saving solution took almost 50 per cent of weight out of the mechanism.

The Airbrake moves the centre of pressure of the 12C rearwards, whereas it would normally move forward under braking. It improves yaw stability under braking and allows the brakes to work more effectively due to increased downforce.

Bespoke Electronics and Electrical architecture

"No one gets out of a car saying - Wow, that electrical system was great," said Richie Sibal, Function Group Manager for Electrical Systems. "Yet the electrical and electronic architecture of a car supports all the major functions and is of critical importance to customer satisfaction.

"The 12C's electrical system is absolutely bespoke: it owes nothing to any other car and has been designed exclusively for the 12C and forthcoming McLaren models," he explained.

Although the wiring, the black boxes and ECUs are parts that the customer cannot see and has no interest in, the components they control and activate are much closer to their hearts - items such as the instrument cluster, infotainment systems and switchgear.

The wiring system is the backbone for routing command and control messages around the car. Designed from scratch at Woking, the entire system uses aluminium-copper combination wiring to save weight and help package the system better.

"Aluminium wiring is lighter than traditional wiring and the 12C loom saves almost four kilos of vehicle weight," Sibal explained. "For the same power capacity, aluminium wiring has a greater cross-sectional area because it is hexagonal instead of circular. If you think of a bundle of circular wiring there are air pockets between each wire, whereas hexagonal shaped wire strands fit together perfectly," he said.

The wiring architecture has been designed as a scalable system in order to meet requirements for future models in the McLaren range. The distributed electrical system uses CAN and LIN communication networks engineered to premium OEM standards to ensure maximum efficiency and reliability.

The same dedication to perfection is evident in the development of electronic boxes. McLaren could easily have used widely-available components in the 12C but these are difficult to package and infer a compromise. Another positive factor conferred by the bespoke electrical system was the freedom of the engineers to package control units tailored exactly to the spaces available within the 12C's body. Such as the body control ECU that manages door controls, the alarm system, lights and fans. And by using electronic fusing, the traditional fuse count has been halved. For the 12C, one control unit has replaced three in the SLR.

"Designing our own electronics systems may seem to some an unnecessary complication within the wider project of launching a whole new car company,"said Managing Director, Antony Sheriff. "But that is the McLaren way. It is part of the challenge that drives the designers' and engineers' passion for what we are doing.

"Designing and developing everything from scratch, from the MonoCell, to the suspension, to the transmission, down to the switches and wiring requires a massive development programme and huge dedication. We want to innovate and offer our customers a new type of sports car from a new type of car company. And to do that we just have to work harder than our competitors.

"We believe our customers will be able to feel the passion and commitment that has gone into every component of the 12C," Sheriff concluded.

MP4-12C Development Programme: simulated and global

Simulation

McLaren has developed one of the most sophisticated driving simulators in the world. It is an immensely powerful tool that can be used to predict handling, performance, and many other dynamic properties.

The simulator was initially designed to improve the performance of McLaren's Formula 1 cars. But it has also been used intensively in the design and development process for the 12C, where modelling offers the opportunity to test likely outcomes without having to build a component that might turn out to be inadequate. It saves both money and time and it is perhaps the most effective technology transfer from Formula 1 to road cars; the 12C's handling and suspension was developed using exactly the same tools and techniques as the Formula 1 cars.

Before the first prototype was available, the dynamic test team, aided by professional racing driver and McLaren Automotive's Chief Test Driver, Chris Goodwin, tested early parts on the simulator as well as a development chassis and engine mules.

"The simulator has been invaluable in supporting our dynamic testing," said Dick Glover, Technical Director. "It runs real time dynamic models that apply reactions through actuators into the simulator structure in response to driver inputs. A second computer serves the dynamics team so that they can build models and test them offline - for example how 12C reacts to Brake Steer. It all gives us a clear direction for development and it saves money and time.

"We get a tremendous correlation between the simulator and the test track," he continued. "It is not just lap times, important as they are for demonstrating how the whole car performance comes together, but components of the lap itself such as corner exit speed, a specific handling response, or plotting longitudinal and lateral g loadings at each point on a given track. Populating a graph can help us to determine whether we are maximising the opportunities for overall car performance."

Such success in matching the theoretical to the empirical is hardly surprising when the simulator principles were laid down for the hothouse development of McLaren Formula 1 cars.

"We used the simulator to predict lap times for the first Turkish Grand Prix in 2005," said Glover. "No one had seen the track and we had no idea what to expect. We fed in all the available data - corner radii, gradient, track width and married this to our car's performance parameters and the predicted lap time produced by Juan Pablo Montoya was within 1/100th of a second of our Friday practice time," he explained. "We went on to win the race too. If you overlay the trace of the simulator lap with the real thing, the application of throttle, brake pressure, steering angle and so on, you would not believe how accurate it was."

The benefits of simulation are most clearly illustrated when one reviews the racing team's difficult start to the 2009 season. Its MP4-24 had been amongst the slower cars in the series but by mid-season not only had the team caught up but it also scored two dominant victories. Such improvements relative to the competition are due to assiduous research, simulation and focus.

For that reason the deployment of some racing engineers in the test programme for 12C was deemed to be a big advantage.

"We have several guys from the race team who have transferred to the 12C development team," confirmed Geoff Grose, Head of Testing and Development. "Marcus Waite was a senior engineer with the Formula 1 test team and is now working for McLaren Automotive, and Paul Burnham, our Dynamics Manager, moved from Racing to Automotive five years ago. And we have two professional racing drivers, Chris Goodwin and Kevin McGarrity, who validate everything we engineer to ensure it translates into real progress on the track.

"Racing brings a fleet-footed, responsive attitude and I am always pushing to learn what we can from the racing team. I am really supportive when our guys go unprompted to McLaren Racing. Their team's goals are different but our approaches and attitudes are very similar," said Grose. "I think our proximity to, and kinship with, the Formula 1 team is rare, if not unique, and we would be denying ourselves a competitive advantage if we didn't use it vigorously," said Grose.

Crash test requirements are also a good example of how simulation helps speed up development. Long before the first carbon MonoCell had been constructed, the design had been through more than 250 passive crash test simulations. When the time came to submit a real world crash test, the 12C passed with flying colours.

"Structural analysis has been invaluable for developing the MonoCell without committing huge expense. Its accuracy is fantastic," said Dick Glover. "Outside McLaren, it is almost unknown to meet our standards out of the box, but simulation worked out perfectly for us. It is difficult enough to achieve first time success like this with just a relatively predictable, ductile aluminium structure, yet McLaren managed first time out with its MonoCell and added aluminium structures. We are very proud of that."

Simulation didn't stop at the design stage. Although over 50 prototypes will have been built for an exhaustive test programme around the globe, the simulator remains a key tool and a differentiator from most competitors.

McLaren's million miles of testing

When dynamic testing started, development and constant refinement of engine, gearbox, tyres, aerodynamics, braking, steering and suspension began in earnest to match all projected values and targets.

The McLaren Automotive development team plans to test the 12C in every regional market in which the car will be sold: North America, Europe, the Middle-East, Asia-Pacific, and South Africa. During 2010, it anticipates breaking through the one million miles of testing barrier. It is this dedication, attention to detail and desire to make sure that the 12C is suited to all climates, countries and customers that forms much of the confidence in the McLaren Automotive team.

The testing programme moved into a more ‘aggressive' phase in 2009, replicating the principles of Formula 1 testing where a car and dozens of people maximise track time during the day and work on improvements overnight. 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 and suppliers. The car followed a rigorous regime of testing almost 24 hours a day, seven days a week for six weeks. This turbocharged programme accelerated the development time.

"We have tested in the Arctic for cold weather programmes, Bahrain for extreme hot weather cycles in 50?C, South Africa for altitude and a huge amount of road and track time at proving grounds and race tracks across UK and Europe, including the Nürburgring," said Geoff Grose. "We have tested intensively in all areas - performance, braking, dynamics, durability, NVH, powertrain calibration, electronics and a host of other features.

"IDIADA is a large oval with 250kmh hands-off banking where we regularly assess our dynamic and durability test cars. We have run a number of 24 hour sessions and, in 2009, a six week, 18 hours-a-day programme between eight in the morning through to two the next morning. The remaining night shift enabled cars to be serviced and any development changes added for the next day's test. It is a programme that combines Formula 1 principles and performance car potential to deliver the best of both worlds for the customer," he said.

The tests include engineers from the Woking test team as well as from key suppliers. Up to 80 people populate the tests and each morning there is a conference call with MTC to review progress and incorporate learning into the engineering and development process and decide what needs to be tested on the simulator.

Durability testing is critical. A few examples of the exhaustive testing procedures Grose's team has undertaken include a corrosion cycle that subjects the 12C to days in a high humidity climatic chamber followed by long runs around the banked circuit, salt baths and salt sprays. This kind of repeated ‘abuse' ensures that there are no galvanic problems with fixings and details and that the structure is tested to the limit to expose potential weaknesses.

Another is extended mileage using full power upshifts and downshifts and overrun to rigorously explore the engine, gearbox and chassis resilience under extreme dynamic conditions. Road mileage, too, is important. It is necessary to ensure that 12C delivers all the comfort and ergonomic performance that encourages owners to drive long distances: features like cabin climate control, seat support and comfort, and ride quality are all crucial to the production of an uncompromised all-rounder.

With the development and testing regime approaching its climax, Grose's&