Mclaren Inc

McLaren Inc. - McLaren F1 team will be hoping to add another world title to the CV of Lewis Hamilton. After 10 years in the wilderness they will also desperately want to win the constructors title. Last time they won that Mika Hakkinen was at the wheel for the first of his two drivers titles. In that 10 years for Ferrari and Renault have dominated the championships, leaving McLaren consistently either second or third on the list!


Now that Lewis Hamilton has proven to be a winner at McLaren his chances of repeating his success for years to come are high to say the least. Even if his championship win was shrouded in controversy he still has the evidence procedure in place that he is able to win.

Allow me just to take a moment to define evidence procedure. For example if you have a goal to win a race then once that first race is won winning your second race is not going to be as difficult because you have established the evidence procedure. You can now replicate that success instead of creating it from scratch, like you had to when you hadn't won a race or the evidence procedure was non-existent.

With that in mind the prediction that Lewis Hamilton will win another championship grows stronger. He will undoubtedly outshine his teammate and continue to become the number 1 driver for McLaren. As the desperation of getting that first championship title under his belt has also disappeared he will become a calmer driver in fraught situations that will also contribute to his future success.


Kovalainen didn't experience a great first season with McLaren, and frankly with the calibre of their team I am surprised they retained him. It seemed as though he was frequently outgunned at the front with only one victory for the F1 08 season!

He will only improve with his second stint at the McLaren. It is very difficult to say that Lewis Hamilton won't win another title the mind set he has is truly that of a champion. A man called Kerry Speckman can be credited with instilling him with that.

He is a renowned neuroscientist that brought some groundbreaking techniques to the way the F1 drivers train. I had the good fortune of working alongside Kerry during his time at McLaren.

McLaren Inc. - The new mid-engined super car offers a superb mixture of everyday driving dynamics and high-performance driving characteristics that make it at home on the race track or the roadways. One company, DMC Tuning in Germany, decided to wait and work on fine-tuning their upgrade program to produce the best upgrade program for the new super car. Called the "Velocita", the new carbon fiber upgrade program includes aerodynamic body work, a new exhaust system, and lightweight COR rims made from forged aluminum alloy.


The first part of the new upgrade program that was addressed was the aerodynamics of the McLaren MP4-12C. The German aftermarket tuning company developed a carbon fiber body kit using advanced CAD software and lengthy wind-tunnel testing to create a functional option with an OEM fitment.

The new body kit consists of a new front fascia that uses new grille inserts and a splitter to generate downforce at the front axle and improve cooling to the front radiators and braking system. A pair of new side skirts helps to redirect air away from the new set of COR rims at the rear and reduce drag for the super car.

The rear of the MP4-12C Velocita features a new diffuser with dual fins to help create a suction effect with the pavement and a large rear spoiler atop the engine cover that generates downforce without increasing drag. The next step was to upgrade the engine. The 3.8-liter twin-turbocharged V-8 engine was outfitted with a new lightweight titanium exhaust that improves performance.

Everything from the exhaust manifold to the rear tailpipes is constructed form titanium to reduce weight and backpressure for better overall performance. The final aspect of the new super car that the team at DMC Tuning upgraded as part of the new McLaren MP4-12C Velocita program was the wheel and tire setup. The wheels were installed with a 21-inch diameter at the front and rear axle and shod with 255/30 ZR21 front and 355/25 ZR21 Continental Sport Contact high-performance tires for better grip.

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McLaren Inc. - Built at the request of race teams, such as those owned by Ray Bellm and Thomas Bscher, in order to compete in the BPR Global GT Series, the McLaren F1 GTR was a custom built race car which introduced a modified engine management system that increased power output — however, air-restrictors mandated by racing regulations reduced the power back to 600 hp (447 kW) at 7500 RPM. The cars extensive modifications included changes to body panels, suspension, aerodynamics and the interior.
The McLaren F1 GTR would go on to take its greatest achievement with 1st, 3rd, 4th, 5th, and 13th places in the 1995 24 Hours of Le Mans, beating out custom built prototype sports cars. In total, nine McLaren F1 GTRs would be built for 1995.  

McLaren F1 GTR '96

McLaren F1 GTR '96 chassis #14R is notable as being the first non-Japanese car to win a race in the All-Japan Grand Touring Car Championship (JGTC). The car was driven by David Brabham and John Nielsen.

McLaren F1 GTR '97

With the F1 GT homologated, McLaren could now develop the McLaren F1 GTR for the 1997 season. Weight was further reduced and a sequential transaxle was added. Due to the heavily modified bodywork, the McLaren F1 GTR '97 is often referred to as the "Longtail" thanks to the rear bodywork being extended to increase rear downforce. A total of ten McLaren F1 GTR '97s were built. The weight was reduced to a total of 910 kg.

McLaren Inc. - The McLaren F1 is a sports car designed and manufactured by Gordon Murray and McLaren Automotive. On March 31, 1998, it set the record for the fastest production car in the world, 240 mph (391 km/h). As of April 2009, the McLaren F1 is succeeded by three faster cars in sheer top speed, but is still the fastest naturally aspirated production car.

The car features numerous proprietary designs and technologies. It features a powerful engine and is somewhat track oriented, but not to the degree that it compromises everyday usability and comfort. It was conceived as an exercise in creating what its designers hoped would be considered the ultimate road car.

Despite not having been designed as a track machine, a modified race car edition of the vehicle won several races, including the 24 Hours of Le Mans in 1995, where it faced purpose-built prototype race cars. In all, 106 cars were manufactured, with some variations in the design.

Chief engineer Gordon Murray's design concept was a common one among designers of high-performance cars: low weight and high power. The McLaren F1 was the first production car to use a carbon-fibre monocoque chassis.

The visit related to the fact that at the time, McLaren's F1 Grand Prix cars were using Honda engines. Although it's true I had thought it would have been better to put a larger engine, the moment I drove the Honda NSX, all the benchmark cars—Ferrari, Porsche, Lamborghini—I had been using as references in the development of my car vanished from my mind. Of course the car we would create, the McLaren F1, needed to be faster than the NSX, but the NSX's ride quality and handling would become our new design target.

Being a fan of Honda engines, I later went to Honda's Tochigi Research Center on two occasions and requested that they consider building for the McLaren F1 a 4.5 liter V10 or V12. Later, a pair of Ultima MK3 kit cars, chassis numbers 12 and 13, "Albert" and "Edward", the last two MK3s, were used as "mules" to test various components and concepts before the first cars were built. Number 13 was the test of the V12, plus exhaust and cooling system. When McLaren was done with the cars they destroyed both of them to keep away the specialist magazines and because they did not want the car to be associated with "kit cars".

The car was first unveiled at a launch show, 28 May 1991, at The Sporting Club in Monaco. This car was deemed not road legal as it had no indicators at the front; McLaren was forced to make changes on the car as a result (some cars, including Ralph Lauren's, were sent back to McLaren and fitted with the prototype mirrors). The original wing mirrors also incorporated a pair of indicators which other car manufacturers would adopt several years later.

The car's safety levels were first proved when during a testing in Namibia in April 1993, a test driver wearing just shorts and t-shirt hit a rock and rolled the first prototype car several times. The driver managed to escape unscathed. Engine Gordon Murray insisted that the engine for this car be naturally aspirated to increase reliability and driver control.

Turbochargers and superchargers increase power but they increase complexity and can decrease reliability as well as introducing an additional aspect of latency and loss of feedback, the ability of the driver to maintain maximum control of the engine is thus decreased. Murray initially approached Honda for an NA powerplant with 550 bhp (410 kW; 560 PS), 600 mm (23.6 in) block length and a total weight of 250 kg (551 lb), it should be derived from the Formula One powerplant in the then-dominating McLaren/Honda cars.

The company was very interested in having the engine fitted into the McLaren F1. However, the designers wanted an engine with a proven design and a racing pedigree.

In the end BMW took an interest, and the motorsport division BMW M headed by engine expert Paul Rosche designed and built Murray a custom-designed 6.1 L (6064 cc) 60-degree V12 engine, which was 14% more powerful than specified and 16 kg (35 lb) heavier - despite being based on the original specifications of 550 bhp (410 kW; 560 PS), 600 mm (23.6 in) block length and total weight of 250 kilograms (550 lb). At 266 kg (586 lb), the resulting engine was slightly heavier than Murray's original maximum specification weight of 250 kg (551 lb) but was also considerably more powerful than he had specified. The bespoke engineered engine for the McLaren F1 is called the BMW S70/2.

The carbon fibre body panels and monocoque required significant heat insulation in the engine compartment, so Murray's solution was to line the engine bay with a highly efficient heat-reflector: gold foil. Approximately 25 g (0.8 ounce) of gold was used in each car.

The road version used a compression ratio of 11:1 to produce 627 hp (468 kW; 636 PS) at 7400 rpm—considerably more than Murray's specification of 550 horsepower (404 kW). The engine has a redline rev limiter set at 7500 rpm.

In contrast to raw engine power, a car's power-to-weight ratio is a better method of quantifying acceleration performance than the peak output of the vehicle's powerplant. The standard McLaren F1 achieves 550 hp/ton (403 kW/tonne), or just 3.6 lb/hp. Compare with the Ferrari Enzo at 434 hp/ton (314 kW/tonne) (4.6 lb/hp), the Bugatti Veyron at 530.2 hp/ton (395 kW/tonne) (4.1 lb/hp), and the SSC Ultimate Aero TT with an alleged 1003 hp/ton (747.9 kW/tonne) (2 lb/hp).

The cam carriers, covers, oil sump, dry sump, and housings for the camshaft control are made of magnesium castings. The intake control features twelve individual butterfly valves and the exhaust system has four Inconel catalysts with individual Lambda-Sond controls.

The camshafts are continuously variable for increased performance, using a system very closely based on BMW's VANOS variable timing system for the BMW M3; it is a hydraulically-actuated phasing mechanism which retards the inlet cam relative to the exhaust cam at low revs, which reduces the valve overlap and provides for increased idle stability and increased low-speed torque. At higher RPM the valve overlap is increased by computer control to 42 degrees (compare 25 degrees on the M3) for increased airflow into the cylinders and thus increased performance.

To allow the fuel to atomise fully the engine uses two Lucas injectors per cylinder, with the first injector located close to the inlet valve - operating at low engine RPM - while the second is located higher up the inlet tract - operating at higher RPM. The dynamic transition between the two devices is controlled by the engine computer.

The pistons are forged in aluminium.

Every cylinder bore has a nikasil coating giving it a high degree of wear resistance. From 1998 to 2000, the Le Mans-winning BMW V12 LMR sports car used a similar S70/2 engine.

The engine was given a short development time, causing the BMW design team to use only trusted technology from prior design and implementation experience. The engine does not use titanium valves or connecting rods. As for fuel consumption, the engine uses on average 15.2 mpg, at worst 9.3 mpg and at best 23.4 mpg.

Chassis and body

The McLaren F1 was the first production road car to use a complete carbon fiber reinforced plastic (CFRP) monocoque chassis structure. Aluminium and magnesium was used for attachment points for the suspension system, inserted directly into the CFRP. The car features a central driving position - the driver's seat is located in the middle, ahead of the fuel tank and ahead of the engine, with a passenger seat slightly behind and on either side. The engine produces high temperatures under full application and thus cause a high temperature variation in the engine bay from no operation to normal and full operation. CFRP becomes mechanically stressed over time from high heat transfer effects and thus the engine bay was decided to not be constructed from CFRP.

Aerodynamics

The overall drag coefficient on the standard McLaren F1 is 0.32, compared with 0.36 for the faster Bugatti Veyron, and 0.357 for the current holder of the fastest car world record (as of 2008) - the SSC Ultimate Aero TT (in terms of top speed).

The normal McLaren F1 features no wings to produce downforce (compare the LM and GTR editions), however the overall design of the underbody of the McLaren F1 in addition to a rear diffuser exploits ground effect to improve downforce which is increased through the use of two electric fans to further decrease the pressure under the car. At the top of the vehicle there is an air intake to direct high pressure air to the engine with a low pressure exit point at the top of the very rear.

The airflow created by the electric fans not only increase downforce, but the airflow that is created is further exploited through design, by being directed through the engine bay to provide additional cooling for the engine and the ECU. At the front, there are ducts assisted by an electric suction fan for cooling of the front brakes.

There is a small rear spoiler on the tail of the vehicle, which is dynamic, the device will adjust dynamically and automatically attempt to balance the center of gravity of the car under braking - which will be shifted forward when the brakes are applied. Upon activation of the spoiler a high pressure zone is obviously created in front of the flap, this high pressure zone is exploited—two air intakes are revealed upon application that will allow the high pressure airflow to enter ducts that route air to aid in cooling the rear brakes.

Suspension

Steve Randle who was the car's dynamicist was appointed responsible for the design of the suspension system of the McLaren F1 machine. From scratch the design of the McLaren F1 vehicle had strong focus on centering the mass of the car as near the middle as possible by extensive manipulation of placement of i.a. the engine, fuel and driver, allowing for a low polar moment of inertia in yaw. The McLaren F1 has 42% of its weight at the front and 58% at the rear, this figure changes less than 1% with the fuel load.

The distance between the mass centroid of the car and the suspension roll centre were designed to be the same front and rear to avoid unwanted weight transfer effects. Computer controlled dynamic suspension were considered but not applied due to the inherent increase in weight, increased complexity and loss of predictability of the vehicle.

Damper and spring specifications: 90 mm (3.5 in) bump, 80 mm (3.1 in) rebound with bounce frequency at 1.43 Hz at front and 1.80 Hz at the rear, despite being sports oriented these figures imply the rather soft ride and will inherently decrease track performance, but again, the McLaren F1 is not in concept nor implementation a track machine. As can be seen from the McLaren F1 LM, McLaren F1 GTR et al., the track performance potential is much higher than that in the stock McLaren F1 due to fact that car should be comfortable and usable in everyday conditions.

The suspension is a double wishbone system with an interesting design, i.a. that longitudinal wheel compliance is included without loss of wheel control, which allows the wheel to travel backwards when it hits a bump - increasing the comfort of the ride.

This solution provides for a castor wind-off measured to 1.02 degrees per G of braking deceleration. Compare the Honda NSX at 2.91 degrees per G, the Porsche 928 S at 3.60 degrees per G and the Jaguar XJ6 at 4.30 degrees per G respectively. Inclined Shear Axis is used at the rear of the machine provides measurements of 0.04 degrees per G of change in toe-in under braking and 0.08 degrees per G of toe-out under traction.

Steering knuckles and the top wishbone/bell crank are also specially manufactured in an aluminium alloy. The wishbones are machined from a solid aluminium alloy with CNC machines.

Tyres

The McLaren F1 uses 235/45ZR17 front tyres and 315/45ZR17 rear tyres. These are specially designed and developed solely for the McLaren F1 by Goodyear and Michelin. The tyres are mounted on 17x9 inches and 17x11.5 inches cast magnesium wheels, protected by a tough protective paint. The five-spoke wheels are secured with magnesium retention pins. The turning circle from curb to curb is 13 m (42.7 ft), allowing the driver two turns from lock to lock.

Brakes

The McLaren F1 features unassisted, vented and crossdrilled brake discs made by Brembo. Front size is 332 mm (13.1 in) and at the rear 305 mm (12.0 in). The rear brake calipers do not feature any handbrake functionality, however there is a mechanically actuated, fist-type caliper which is computer controlled and thus serves as a handbrake.

Pedal travel is slightly over one inch. Servo assisted ABS brakes were ruled out as they would imply increased mass, complexity and reduced brake feel; however at the cost of increasing the required skill of the driver. Gordon Murray attempted to utilize carbon brakes for the McLaren F1, but found the technology not mature enough at the time; with one of the major culprits being that of a proportional relationship between brake disc temperature and friction—i.e.

stopping power—thus resulting in relatively poor brake performance without an initial warm-up of the brakes prior to use. As carbon brakes have a more simplified application envelope in pure racing environments this allows for the racing edition of the machine, the McLaren F1 GTR, to feature ceramic carbon brakes.

Gearbox and miscellaneous

The standard McLaren F1 has a transverse 6-speed manual gearbox with an AP carbon triple-plate clutch contained in an aluminium housing. The McLaren F1 has an aluminium flywheel that has only the dimensions and mass absolutely needed to allow the torque from the engine to be transmitted. Standard equipment on the stock McLaren F1 includes full cabin air conditioning, a rarity on most sports cars and a system design which Murray again credited to the Honda NSX, a car he had owned and driven himself for 7 years without, according to the official McLaren F1 website, ever needing to change the AC automatic setting.

Further comfort features included SeKurit electric defrost/demist windscreen and side glass, electric window lifts, remote central locking, Kenwood 10-disc CD stereo system, cabin access release for opening panels, cabin storage department, four lamp high performance headlight system, rear fog and reversing lights, courtesy lights in all compartments, map reading lights and a gold-plated Facom titanium tool kit and first aid kit (both stored in the car). In addition tailored, proprietary luggage bags specially designed to fit the vehicle's carpeted storage compartments, including a tailored golf bag, were standard equipment. Airbags are not present in the car.

All features of the McLaren F1 were according to Gordon Murray obsessed over, which included the interior. The driver's seat of the McLaren F1 is custom fitted to the specifications desired by the customer for optimal fit and comfort; the seats are hand made from CFRP and covered in light Connolly leather.

By design the F1 steering column can not be adjusted, however prior to production each customer specifies the exact preferred position of the steering wheel and thus the steering column is tailored by default to those owner settings; the same holds true for the pedals, which are not adjustable after the car has left the factory, but like the steering column the pedals are also tailored to each specific customer.

Each car audio system was especially designed to tailor to an individual's listening taste, however radio was omitted because Murray never listened to the radio. Every standard McLaren F1 also has a modem which allows customer care to remotely fetch information from the ECU of the car in order to help aid in the event of a failure of the vehicle.

Only 106 cars were manufactured, 64 of which were the standard street version (F1), 5 were LMs (tuned versions), 3 were longtail roadcars (GT), 5 prototypes (XP), 28 racecars (GTR), and 1 LM prototype (XP LM). At the time of production one machine took around 3.5 months to make.

Up until 1998, when McLaren produced and sold the standard McLaren F1 models, they had a price tag of around 970 000 USD. The cars can sell for up to nearly twice that of the original price, due to the performance and exclusivity of the machine. They are expected to further increase in value over time.

Although production stopped in 1998, McLaren still maintains an extensive support and service network for the McLaren F1. There are eight authorized service centers throughout the world, and McLaren will on occasion fly a specialized technician to the owner of the car or the service center. In cases where major structural damage has occurred, the car can be returned to McLaren directly for repair.

On October 29 2008, an McLaren F1 road car (chassis number 065) was sold at an RM Automobiles of London auction for £2,530,000 (~US$4,100,000). This was the car from the McLaren showroom on Park Lane, London. With only 484 kilometers on its odometer, this pristine example set a world record for the highest price ever paid for an McLaren F1 road car.

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McLaren Inc. - The McLaren M6A was a racing car developed by driver Bruce McLaren and his Bruce McLaren Motor Racing team for their entry in 1967 Can-Am season. As a replacement for the team's M1Bs from 1966, the Chevrolet-powered McLaren M6A's improved design earned Bruce McLaren and his team their first of multiple Can-Am championships. The company's plan to homologate it for the FIA's Group 4 regulations was however never completed, and only a few M6GT prototypes were finished by McLaren and Trojan. Two M6GTs were later converted to road cars, one of which became Bruce McLaren's personal transport.


Development

Bruce McLaren gathered several designers to develop the McLaren M6A during the off-season in early 1967. Along with McLaren himself, Robin Herd, Gordon Coppuck, Tyler Alexander, and Don Beresford all worked on the layout of the McLaren M6A's chassis and bodywork.

The car featured the first monocoque chassis constructed by McLaren, while the bodywork was specifically shaped to increase downforce suited for the Can-Am circuits. McLaren's team also expanded into engine development, creating a fuel injection system for their Chevrolet V8s.

The first McLaren M6A was completed in spring 1967, and brought to the nearby Goodwood Circuit for testing. Bruce McLaren Motor Racing carried out over 2000 miles of testing at the circuit in preparation for the upcoming Can-Am season, tuning the car as well as gathering data for Goodyear's use. As two further McLaren M6A were completed, the team shipped the cars to North America to prepare for the opening race of the season. A final addition to the cars was a coat of orange paint. This new McLaren Orange color scheme would eventually become synonymous with Bruce McLaren and the team.

After the retirement of the McLaren M6A, McLaren entrusted Trojan with constructing duplicates which could be sold to customers. These M6Bs were nearly identical to the McLaren M6A but were sold without an engine. Several other M6Bs were also modified to fit closed-cockpit bodywork.

Racing history

Bruce McLaren's M6A qualified on pole position with a new track record, while teammate Denny Hulme's car led once the race began. Although McLaren's car suffered an oil leak and failed to finish, Hulme was able to earn the car's first victory. The next two events had the team running away from the opposition, with Hulme and McLaren finishing first and second consecutively.

The roles were however swapped over the next two races as it was McLaren who won on both occasions, but problems with Hulme's car allowed McLaren to take the lead in the points standings going into the final round. As Bruce McLaren Motor Racing moved to developing the M8A, the M6Bs began to be delivered to customers for the 1968 season.


Several of the McLaren M6A were also sold with Roger Penske purchasing one car for defending United States Road Racing Championship (USRRC) champion Mark Donohue. Donohue won several USRRC events that season and earned his second championship. Donohue also later won a race in Can-Am, beating the newer McLaren M8As.

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McLaren.inc - McLaren is most notable for winning no fewer than 163 Formula 1 grand-prix races and 12 drivers’ titles, a record surpassed only by Ferrari. So it’s only fitting that McLaren is now seriously going after its Italian arch rival off the racetrack with this new mid-engined road car, the MP4-12C, which aims squarely at Ferrari’s F430 and forthcoming 458 Italia.

The car is being designed and produced by McLaren Automotive, one part of the McLaren Group of companies that also includes McLaren Racing, best known for fielding the company’s Formula 1 team. McLaren Automotive’s managing director is Anthony Sheriff, an American who spent eight years as the chief of product development at Fiat. The car weighs less than 3100 pounds, he says.

The windshield frame bolts onto the tub and has a cast aluminum base, a stamped aluminum surround, and boron-steel tubes running through it. The rear roll hoop is made from steel, while the front fenders, the hood, and the roof are aluminum. The suspension uses upper and lower control arms all around; the so-called “Proactive Chassis Control System” features electronically adjustable anti-roll bars. Carbon-ceramic brakes are available, but McLaren opts for cast-iron rotors with aluminum hubs as standard equipment.

The car has electrohydraulic steering because Sheriff says that an electric system doesn’t give the kind of feel McLaren wants. It has what is claimed to be the lowest crankshaft centerline of all mid-engined supercars and a dry-sump oil system to keep the center of gravity low. The seven-speed twin-clutch transmission reduces the rear overhang for both styling and handling reasons. The mufflers are mounted high for packaging and crash purposes. McLaren put the radiators behind the passenger compartment, which allows for an unexpectedly large trunk.

The driver can also set it at 45 degrees to improve rear-end downforce at high speed. Outward visibility is terrific for a mid-engined car. McLaren Automotive is housed in the same high-tech building as the F1 team, near Woking, not far from London. We have world-class engineering-and-development teams, as well as an in-house design team headed by Frank Stephenson, who was head of design at Ferrari and Maserati from 2002 to 2005 and also styled the Mini Cooper. McLaren expects to sell about 4000 cars by 2015 as more of its models enter production.

Maserati has been making headlines with its engine reduction, a sub-Quattroporte, and the Maserati of tomorrow, but the Australian International Auto Show saw the current side of Maserati as it unveiled its newest special edition.

The Maserati Quattroporte Sport GT S MC Sportline (yeah, that’s a ridiculously long name) is basically the Maserati Quattroporte Sport GTS equipped with the MC Sportline package which was first unveiled for the GranTurismo S model. The Maserati Quattroporte Sport GTS MC Sport Line replaces all the wood trim in the standard car with carbon fiber. Each of the door sills is fitted with carbon fiber trim panels embossed with the MC Sport Line logo and the MC logo is stamped into the aluminum brake pedal.

The engine remains unchanged, so we are still working with a 4.7 liter V8 mated to sequential manual auto transmission.

McLaren.Inc - McLaren is most notable for winning no fewer than 163 Formula 1 grand-prix races and 12 drivers’ titles, a record surpassed only by Ferrari. So it’s only fitting that McLaren is now seriously going after its Italian arch rival off the racetrack with this new mid-engined road car, the MP4-12C, which aims squarely at Ferrari’s F430 and forthcoming 458 Italia.

The car is being designed and produced by McLaren Automotive, one part of the McLaren Group of companies that also includes McLaren Racing, best known for fielding the company’s Formula 1 team. McLaren Automotive’s managing director is Anthony Sheriff, an American who spent eight years as the chief of product development at Fiat. The car weighs less than 3100 pounds, he says.

Its structure is novel. The windshield frame bolts onto the tub and has a cast aluminum base, a stamped aluminum surround, and boron-steel tubes running through it. The rear roll hoop is made from steel, while the front fenders, the hood, and the roof are aluminum. The suspension uses upper and lower control arms all around; the so-called “Proactive Chassis Control System” features electronically adjustable anti-roll bars. Carbon-ceramic brakes are available, but McLaren opts for cast-iron rotors with aluminum hubs as standard equipment.

The car has electrohydraulic steering because Sheriff says that an electric system doesn’t give the kind of feel McLaren wants. It has what is claimed to be the lowest crankshaft centerline of all mid-engined supercars and a dry-sump oil system to keep the center of gravity low. The seven-speed twin-clutch transmission reduces the rear overhang for both styling and handling reasons. The mufflers are mounted high for packaging and crash purposes. McLaren put the radiators behind the passenger compartment, which allows for an unexpectedly large trunk.

The exterior shape was optimized by McLaren for aerodynamic performance in the wind tunnel, particularly behind the roof, where the aim was to ensure smooth airflow over the rear wing. The driver can also set it at 45 degrees to improve rear-end downforce at high speed.

Outward visibility is terrific for a mid-engined car. McLaren Automotive is housed in the same high-tech building as the F1 team, near Woking, not far from London. “We are planning to be a sustainable car company,” Sheriff says, “with at least two models and three variants. We have world-class engineering-and-development teams, as well as an in-house design team headed by Frank Stephenson, who was head of design at Ferrari and Maserati from 2002 to 2005 and also styled the Mini Cooper. McLaren expects to sell about 4000 cars by 2015 as more of its models enter production. This new car will be sold worldwide, and McLaren has started to look for dealers.

McLaren.Inc - McLaren GT, a new race car manufacturer which brings together the expertise of McLaren Racing, McLaren Automotive and CRS Racing, unveiled the McLaren MP4-12C GT3 race car and plans for a 2011 development programme.

The new McLaren MP4-12C GT3 will be the first McLaren car built for FIA GT series racing since the McLaren F1 GTR finished production in1997. The 12C GT3 is based on the new MP4-12C high-performance sports car and a team of engineers, designers and test drivers with vast experience in Formula 1 and GT racing has been assembled to undertake the process of adapting the carbon chassis-based 12C to racing specification.

Martin Whitmarsh, McLaren Group Chief Executive Officer said: "McLaren has racing in its blood and it was a natural step to take our MP4-12C road car and turn it into the most reliable, efficient and easy to drive GT3 car. "We have worked with CRS Racing to ensure the 12C's design and development programme is as close as possible to one McLaren Racing would employ in developing a Formula 1 car. No other GT3 car in 2012 will be supplied with a road-car carbon chassis, or a steering wheel and other associated technology from a Formula 1 car.

"The 12C GT3 will be supplied with the 12C's carbon MonoCell and the same steering wheel design employed by Lewis Hamilton in his MP4-24 Formula 1 car. This blend of road car and Formula 1 technology and experience will be a great advantage to anyone racing a 12C GT3 in 2012."

Drivers and FIA approved races confirmed for 2011

McLaren GT aims to deliver the highest quality, most reliable and most driveable car on the GT3 grid when 20 cars are delivered to privateer teams for racing in Europe in 2012. The unique combination of McLaren and CRS Racing's technology and development methodology is matched by McLaren GT's appointment of experienced and successful racing drivers to develop the 12C GT3 at challenging races over the 2011 season.

McLaren GT plans to debut the new McLaren MP4-12C GT3 at this season's Blancpain Endurance Series race at Spain's Circuito de Navarra, followed by Magny-Cours in France and Silverstone in England. As part of the development programme for the 12C GT3, McLaren GT also expects to enter the Total 24 Hours of Spa endurance race.

CRS Racing Team Principal Andrew Kirkaldy will be joined by 2010 Vodafone McLaren Mercedes test driver Oliver Turvey and Portuguese racing driver Álvaro Parente in the McLaren GT driver line-up for the 2011 development programme. McLaren fans eager to see McLaren's first GT racing car since the legendary McLaren F1 GTR can expect to see the new 12C GT3 driven up the famous Hill at Goodwood Festival of Speed from 01-03 July 2011.

McLaren MP4-12C GT3 development targets

McLaren GT comprises a team of designers, engineers and test drivers with vast experience in developing successful race and road cars. Marcus Waite, McLaren GT Chief Engineer, began his career working with the McLaren Formula 1 Simulation Group.

A move onto the Formula 1 team where he was Senior Test Team Engineer for many years was then followed by his appointment to McLaren Automotive as Test Team Leader responsible for the new MP4-12C sports car. Combining practical experience of Formula 1 car development methodology and a deep understanding of the 12C road car's technical specification is invaluable to McLaren GT.

We are committed to dealing with emerging issues that race teams often face in their first season running a new GT3 car and we will ensure our first customers receive a very reliable race car next season."

Formula 1 simulator readies the new 12C GT3 for its track debut On March 4th, virtually 30 years to the day that the world's first carbon-based racing car, the McLaren MP4/1 was shaken down at Silverstone (March 5th 1981), the 12C GT3 also debuted at the UK circuit.

In simulated tests, McLaren GT was able to fine-tune engine calibration, power steering, spring rates, weight distribution, gear ratios and differential settings. No other GT3 car will have been specified using this level of technology."

Following the Spanish shakedown session, Andrew Kirkaldy Team Principal at CRS Racing and McLaren GT Project Manager, said: "The performance of the car in Navarra was testament to the work we were able to do in the McLaren simulator in selecting the right set-up for the car. "The new aerodynamic body panels and features designed for the 12C GT3 are of outstanding quality and markedly increase the dynamic performance of the car. McLaren has this knowledge in abundance.

A new aerodynamics package produced entirely from carbon fibre has been developed by McLaren Racing in compliance with GT3 regulations, incorporating a new front splitter, door blade, rear wing, diffuser and louvres in the front fenders.

In partnership with McLaren Applied Technologies, McLaren GT plans to offer its clients the opportunity to develop their 12C GT3 using bespoke programmes in the McLaren Simulator. Chris Goodwin said: "The simulator is a huge competitive advantage to McLaren Racing in developing its Formula 1 cars and to McLaren Automotive in developing its future range of sports cars.

"We recognise that the teams racing the 12C GT3 next year will be ahead of their competitors if they are able to use a bespoke McLaren simulation programme throughout the race season.

The McLaren MP4-12C: The essence of a race car

Racing experience and development tools have played a key part in readying the 12C GT3 for its 2011 race programme. But, before the racing car takes to the competitive grid, McLaren, in the form of McLaren Automotive set out to develop a high-performance sports car that set new standards for speed, handling, efficiency, braking and driveability: formed from an obsession for aerodynamic purity and lightweight engineering. Assets and goals that make the McLaren MP4-12C a perfect road car from which to develop a race-winning GT car.

Once plans were agreed to take the 12C racing, key members of McLaren Automotive's design and engineering teams were eager to support this natural step at McLaren. Mark Vinnels, McLaren Automotive Programme Director, said: "It was an obvious decision to take the 12C racing. From the early stages in the car's development we were integrating key members of McLaren Racing into the road car development team and this blend of experience and skill, combined with a 'can-do' attitude and desire to push what is technically possible, has led to both a great road car and a unique racing car.

Racing has changed since then, and we have no plans to develop a McLaren to win Le Mans outright again, but car number 59 is truly inspirational for us all." Frank Stephenson, McLaren Automotive Design Director, said: "Conceptually, the 12C road car and future McLaren road cars are 'easy' cars to design. The GT3 car really gets the heart racing!"

Under the McLaren Orange skin, the 12C GT3 shares the same 75kg carbon 'MonoCell' chassis as the 12C road car. The result is a road car that, at 1301kg, is the lightest in the 'core' sector of the high-performance sports car market. A rigid chassis is hugely important to a racing driver.

CRS Racing to deliver on expectations of a new McLaren race car

The prevailing design concept of the new McLaren MP4-12C road car is 'designed around the driver', and this is just one example of McLaren's uncompromising commitment to offering a new driving experience in road and race cars. CRS Racing Team Principal Andrew Kirkaldy brings a decade of GT-level racing experience to McLaren GT and, as the team's project manager, Kirkaldy was able to specify the cockpit and other attributes of the 12C GT3 to ensure restrictions normally associated with GT3 race cars are removed from the McLaren.

Andrew Kirkaldy said: "CRS Racing is delighted to be working with McLaren. Together we share the passion for design, engineering innovation and racing success that will ensure the 12C GT3 is the most competitive in the series from 2012.

"When Martin Whitmarsh first approached CRS Racing I was delighted that his main objective for McLaren GT was to make the needs of customers and drivers an absolute priority. "Before McLaren GT, CRS was a customer of race car manufacturers. On occasion, it became accepted that GT cars are unreliable straight out of the box because manufacturers deliver cars before the technology is proven for racing. At McLaren GT we know expectations are higher. The driving position in many GT3 cars is compromised by comparison."

Specification and performance reflect McLaren expectations Just as with the 12C road car, McLaren is working closely with specialist suppliers to deliver an innovative and lightweight car. The 3.8-litre McLaren V8 twin turbo 'M838T' engine supplied in the road car also features in the 12C GT3, but de-tuned to 500 PS (from 600 PS) in order to provide optimum power for this performance-balanced race car.

The new McLaren MP4-12C GT3 will feature a unique engine calibration, bespoke racing transmission developed in partnership with Ricardo (who also developed the engine with McLaren) and a suspension arrangement tuned specifically for racing. All the internal components have been proven in other racing series. McLaren GT has selected the TAG-400 Engine Control Unit for the new 12C GT3.

The TAG-400 is a compact, self-contained engine management system and data logger for race engines designed and built by McLaren Electronic Systems. The procurement of components from suppliers used to working with partners in Formula 1 is another example of McLaren GT delivering on its objective to build a GT3 car of unrivalled quality and reliability. Williams said: "McLaren GT is a smaller organisation than McLaren Racing, but we are applying Formula 1 methodology in every possible area.

Our own experts from McLaren Racing have worked closely with Michelin to develop the correct tyre model for the 12C GT3 simulation programme.

McLaren MP4-12C GT3: the customer commitment

With a rigorous development programme complete at the end of the 2011 GT3 season, McLaren GT will put in place a robust support programme to ensure all customers of the McLaren MP4-12C GT3 are able to stay competitive throughout the 2012 season. I am proud of the relationships McLaren Racing has with sponsors and partners now and I look forward to extending this to customers of the new MP4-12C GT3."

Initial demand for the first 20 McLaren MP4-12C GT3s is high, with interest suggesting that McLaren and CRS Racing could sell the run five times over. Retained value in each GT3 car is also of high priority to McLaren and CRS, and the first customers when they take delivery.

McLaren.Inc - McLaren Automotive used its first ever international motor show appearance to preview its next generation ultimate supercar - the McLaren P1 - which takes much of its technological and spiritual inspiration from the company's Racing division. The McLaren P1 has one simple goal: to be the best driver's car in the world on road and track.

At the 2012 Paris Motor Show, Mondial de l'Automobile, the McLaren P1 is previewed as a design study. 'The McLaren P1 will be the result of 50 years of racing and road car heritage,' says McLaren Automotive Executive Chairman Ron Dennis. 'Twenty years ago we raised the supercar performance bar with the McLaren F1 and our goal with the McLaren P1 is to redefine it once again.'

'Our aim is not necessarily to be the fastest in absolute top speed but to be the quickest and most rewarding series production road car on a circuit', says McLaren Automotive Managing Director Antony Sheriff. The McLaren P1 leverages five decades of McLaren's motorsport skills.

The new McLaren P1 has much higher levels of downforce than any current road car - 600kg is achieved well below maximum speed. That is approximately five times as much downforce as a McLaren 12C. The McLaren P1's downforce is similar to current sports racing cars, including the 12C GT3 racer.

Despite the huge performance, the McLaren P1 is also a refined and comfortable high speed supercar. 'It is designed to be driven to the racing circuit, with great levels of comfort and refinement,' says Sheriff. 'And then to be used on the racing circuit, where it will offer an experience matched only by purpose-built race cars.'

The McLaren P1 showcases McLaren Automotive's advanced motorsport-based engineering, prioritising high performance through state-of-the-art technology. It will feature notable advances in weight reduction, packaging, high-speed performance, materials (especially carbon fibre), powertrain and in aerodynamics.

Racing car track performance, from a road car

'Like all McLarens, the car is built around the driver. This goal - racing car-like track performance from a road car - was one of the primary targets for McLaren P1. 'We wanted a car that would feel like a proper racing car. The astonishing track performance also makes for a better road car. 'It improves cornering composure at any speed,' says Mackenzie. Frontal area is substantially less than the (already small) 12C, and smaller than any series production super-sports car. Cd is 0.34 - very low considering the enormous levels of downforce.

Aerodynamic led design

The McLaren P1 prioritises function over pure style, notes Chief Design Engineer Dan Parry-Williams. That is very much part of the McLaren ethos. 'It is engineering design led. Yet it is a striking and handsome car. The P1 reflects McLaren's core values. It celebrates aerodynamics, great packaging and light weight.

Maximum speed was never a priority. It's much more technically challenging, and more meaningful, to develop a car that seeks to be the fastest-ever series production car on a racing circuit. 'The priority was high speed performance matched with tremendous composure, which would come mostly from the state-of-the-art aerodynamics. The teardrop cabin shape also meant you had a lot more air flowing over the cabin to the rear wing. There is no "fat" on the McLaren P1.'

It was a collaboration between engineering and design, with Design Director Frank Stephenson overseeing the design process.

Stephenson agrees: 'We have ended up with a car that looks as futuristic as a concept car - except that it will go into production - and with similar aerodynamic properties to a sports racing car.

Active aerodynamics include Formula 1-like DRS

Expertise in Grand Prix racing was used to hone the aerodynamics of the McLaren P1. The former Head of Aerodynamics for the McLaren Racing, and now Head of Vehicle Technology for McLaren Automotive, Simon Lacey, was responsible for the aero performance: 'The astonishing downforce actually makes driving easier as well as faster,' says Lacey.

'Every body panel, air intake, and air exhaust was designed to guide in air from the most efficient places and to maximise cooling,' says Lacey. The unusual door ducts, from the initial styling sketches, draw air into the cooling circuit. That low body helps air get to the rear wing. The rear deck is extraordinarily low, just like a sports racing car. The extreme teardrop shape of the glasshouse guides more air more efficiently to the rear wing.'

The large rear wing adjusts automatically to boost downforce and optimise aerodynamics. The double element rear wing profile has been developed using exactly the same methods and software as the current McLaren Formula 1 car.

The McLaren P1 also has a DRS (drag reduction system) function, like a Grand Prix car, to reduce downforce and increase straight line speed. But while a Formula 1 car has a moveable flap in the rear wing, the McLaren P1's rear wing's pitch is adjusted. In addition to the adjustable 'active' rear wing, the McLaren P1's aerodynamic performance is optimised using two flaps mounted under the body ahead of the front wheels.

These are also actively controlled, and change angle automatically to optimise performance, boosting downforce and aero efficiency, increasing both speed and driver confidence. The rear wing and front flaps work together to boost handling, braking and straight line performance. The active aerodynamics ensures totally consistent handling and driving behavior. The smooth underbody also helps to generate 'ground effects' suction, boosting downforce.

'On the race track, the McLaren P1 would display similar levels of performance to a Le Mans sports racer, thanks to its aerodynamic shape,' adds Lacey. 'It would have a level of racetrack performance never before seen in a series production road car.'

Every design detail optimises aerodynamics, from the door shape (which helps funnel air with maximum aero efficiency), to the numerous ducts, to the wheel-arch shapes to the snorkel intake on the roof. The latter detail also ties in with Grand Prix design, and was an iconic feature of the seminal McLaren F1 road car. Another design feature that reflects the F1 road car is the gold leaf heat shield around the exhausts.

Lightweight carbon 'multi-purpose' body panels

As with the legendary McLaren F1 road car of 1992, the McLaren P1 is a mid-engine design that uses a carbon fibre monocoque and roof structure safety cage concept called MonoCage which is a development of the MonoCell used in the current 12C and 12C Spider. All the body panels are carbon fibre to reduce weight. This carries on a McLaren innovation: it was the first company to offer a full carbon body Grand Prix car (in 1981) and the first to offer a full carbon body road car (the F1).

The large carbon panels are also multi-functional, with integrated scoops and ducts to boost aero performance and cooling. Lightness, as with all McLaren road cars, was a priority for the McLaren P1. 'This approach is more weight efficient, but it does require more complex structures, with fewer parts but more design time,' notes Chief Design Engineer Parry-Williams.

Parry-Williams worked continually with the design studio to improve the surfaces, making them as beautiful as possible whilst maintaining optimum aerodynamics. Working closely with Parry-Williams, Design Director Frank Stephenson wanted a car that was 'striking but also functional, a real statement of intent.

This helped give the car a natural, almost organic, quality. All the ducts were developed with the aero team, giving a direct link to McLaren's motorsport heritage. 'Plus there is the most aggressive rear diffuser ever seen on a road car. Good visibility has always been a McLaren mantra.

The lights are a signature part of the car. Whilst at the back, the low rear deck and pronounced wheelarches, give the evocatively simple rear end a powerful graphic. 'Again, beautiful, organic forms framing and enhancing the technical features,' says Stephenson

McLaren's 'ultimate car' heritage

The McLaren P1 follows in the footsteps of the classic McLaren F1 as the 'ultimate car' offering. The name ties in with Grand Prix racing. P1 means first place - and McLaren has 180 GP victories in its 46 year Formula One history - or position one on the grid (McLaren has scored 153 pole positions).

McLaren.Inc - Special Operations (MSO), the division of McLaren Automotive responsible for the delivery of bespoke projects, will present the McLaren X-1 Concept - a breathtaking one-off supercar - at The Quail, an exclusive event on August 17, 2012 that is a highlight of the Pebble Beach weekend in Monterey, USA.

Called the McLaren X-1 and based structurally on the company's groundbreaking carbon MonoCell but with a totally unique body, it has been created for an anonymous car enthusiast.

McLaren X-1: the brief

'One of our clients who already owned a McLaren F1, a Mercedes-Benz SLR McLaren and now a 12C, wanted a unique car,' says MSO Programme Director, Paul MacKenzie. In a subsequent meeting, Paul Mackenzie and Design Director Frank Stephenson went to see him to start to explore the sort of car he wanted.

Says Frank Stephenson: 'The key qualities the client desired were "timeless and classical elegance". From the pages of notes that were gathered, the design team brought together hundreds of images from the world of automotive, architecture, fashion, design and even film. Inspirational cars included a 1961 Facel Vega, a 1953 Chrysler D'Elegance Ghia, a 1959 Buick Electra, a 1939 Mercedes-Benz 540K and a 1971 Citroën SM.

'The client liked the shiny texture of the finish,' notes Stephenson. 'The client wanted a competition between external designers - some outside the automotive world - and McLaren's own designers,' notes Stephenson. In the end, a design by McLaren's Korean-born RCA graduate Hong Yeo was chosen, and completed under the direction of Stephenson.

One of the biggest design challenges faced by Yeo was that most cars that embody classic elegance and timeless values have front engines and rear-wheel drive proportions.

Stephenson recalls: 'From this design, we then produced a 30 per cent scale model, then a full-size hard foam model. In the words of Hong Yeo: 'X-1 embodies the McLaren value that every part has to have a purpose. Although I like to think the wide body combined with pontoon style rear fenders will ensure the car glides when it's moving just like a superhero's cape...'

McLaren X-1: the creation

The McLaren X-1 is the most ambitious example yet of MSO's expertise. It was to be a usable car, road legal and capable of travelling at supercar speeds. A full CFD (Computational Fluid Dynamics) aerodynamic testing schedule ensured high-speed stability, and the car also completed approximately 625 miles of testing including two intensive testing stints at the Idiada circuit in Spain with chief McLaren test driver, Chris Goodwin. After testing, the whole car was meticulously rebuilt, by hand to concours standard.

McLaren X-1: the detail

MSO Programme Director Paul Mackenzie explains: 'The X-1 showcases the skills of McLaren Special Operations. More and more luxury customers want bespoke or individual features. All body panels of the McLaren X-1 are made from carbon, and are finished in a rich piano black, as specified by the owner. Body sides are lacquered visual carbon fibre. 'The black paint has no metallic or colour tints and is one of the most challenging colours to paint, but the finish is absolutely exquisite and befits the car perfectly' adds Stephenson.

Components were tooled exclusively for the car. They even include unique head- and taillights, inspired by the McLaren Speed Marque logo. The brightwork is machined from solid aluminium, and a nickel finish is then applied.

The McLaren logo in the nose is specially machined from solid aluminium then nickel plated. Wheels are also unique to the X-1, and are diamond turned with a tinted lacquer to complement the exterior nickel-plated brightwork. Even the McLaren Speed Marque badge in the nose is machined from solid aluminium, then nickel plated.

The McLaren Airbrake rear wing is also machined from solid aluminium and nickel plated, to complement the rest of the brightwork.

Perhaps the most unusual styling feature is the enclosed rear wheels, an upshot of the owner's desire to have a car reflecting 'timeless elegance'. Neat styling touches feature throughout the design, such as the rear number plate illuminators finished in carbon, a gorgeous machined aluminium cap is used for the header tank, and carbon finishers line the engine bay.'

The unique body of the X-1 means most dimensions have changed. The McLaren X-1 is 4658mm long - 109mm longer than a 12C. Width is 2097mm (with mirrors) - an increase of 188 mm. Light weight, as with all McLaren projects, was a priority.

While the basic architecture of the interior did not change, personalisation includes bespoke Harissa Red McLaren Nappa leather used for the seats, door and roof trim, and switchgear with machined nickel-coated, aluminium bezels.

The car has been thoroughly engineered to be usable and road legal. Stephenson explains: 'The X-1 epitomises how we can not only create a truly unique product tailored to the client, but also enable the client to become a key member of the design team throughout the process.

McLaren.Inc - The new McLaren MP4-12C Spider, unveiled at the 2012 Pebble Beach weekend in California, is the second vehicle in the growing range of high performance sports cars from McLaren Automotive. This lightweight, mid-engine open-top sports car combines the astonishing performance of the 12C with the increased exhilaration of roof-down motoring. Unlike most other spiders or convertibles, the 12C Spider offers the same performance, handling and driver enjoyment as the fixed-roof coupé version.

The 12C Spider uses the industry-leading carbon fibre MonoCell as the 12C, which needs no extra strengthening to provide the necessary rigidity and strength for an open roof car. In conventional steel or aluminium chassis cars, extra strengthening - and associated weight increase - is normal during the conversion from fixed-head coupé to open-roof convertible. This can compromise performance, handling and driving enjoyment.

The composure of a sports car, the fun of a convertible

'The 12C Spider utilises all of McLaren's Formula 1 knowledge and expertise at building lightweight driver-focused sports cars. Just like the 12C, the 12C Spider is "pure McLaren" - it is built without compromise to offer maximum driving enjoyment and performance, but with the added appeal of roof-down driving. No other sports car has this combination of abilities.'

The figures are much better than most high performance convertible sports cars, in keeping with McLaren's commitment to class-leading fuel efficiency. Maximum speed is 204 mph (329 km/h).

The Retractable Hard Top (RHT) on the 12C Spider is a fully automatic two-piece design which can be raised or lowered in less than 17 seconds at speeds of up to 30 km/h (19 mph). When lowered, the roof stows beneath a body coloured hard tonneau cover which incorporates twin buttresses.

The 12C Spider features a heated glass rear window, which can be operated independently of the roof. With the roof down, the rear window moves automatically to an 'aero' position to minimise buffeting. The detail changes of the 12C Spider extend to both the audio and climate control systems. Audio output changes when the roof is open - to compensate for extra external noise - while the climate control adapts when the roof is lowered.

12C programme included Spider from the outset

'The 12C Spider is not a converted version of the 12C,' notes Sheriff. The carbon fibre MonoCell chassis and all other mechanical components were designed to produce maximum performance in both configurations.

'The 12C Spider fully subscribes to the McLaren overriding principle, that every single component should be 'Pure McLaren'. The goal is to maximise driving enjoyment, performance and efficiency.

12C SPIDER: THE DETAILS

It is a 'pure' sports car, designed to deliver maximum driving appeal and performance, with unmatched efficiency. 'As with all McLarens, the 12C Spider is a racing car at heart,' notes Design Director Frank Stephenson.

Retractable Hard Top (RHT)

The Retractable Hard Top (RHT) has been designed specifically for the 12C Spider. Heated rear glass completes the roof construction.

It is controlled by a two-position switch on the centre panel within the cabin. At the end of the roof lowering cycle, the windows fully close, and the rear glass adopts an 'aero' position that also reduces cabin wind buffeting.

Dual-purpose tonneau cover

When lowered, the roof stows beneath a body coloured hard tonneau cover which incorporates twin buttresses.

Retractable rear glass provides increased audible drama Roof up, the rear glass can be lowered to allow more engine sound into the cabin and also allows for a semi-open driving experience even in inclement weather. Roof down, the screen acts as a wind deflector, minimising disturbance in the cabin.

Roll over protection system

A roll over protection system ensures maximum occupant safety. Each rear buttress contains a steel structure to absorb the impact energy and protect both driver and passenger. An 'active' pop-up system would have added unnecessary weight. Carbon fibre MonoCell ideally suited for convertible use As with the mechanically identical 12C, the 12C Spider is a mid-engine two-seat rear-drive high performance sports car. Unlike rivals, it uses a carbon fibre monocoque chassis, the MonoCell.

This confers major advantages in weight, strength and torsional rigidity - all improving handling, ride comfort and performance. 'It provides the perfect combination of occupant space, structural integrity and light weight,' explains Chief Engineer Neil Patterson. 'It is the ideal chassis to deliver groundbreaking efficiency and performance in the sports car market.' The MonoCell is unchanged from 12C to 12C Spider, as it was originally designed for both applications. This flex can compromise handling precision and reduce ride comfort; while the added weight affects performance.'

The carbon fibre MonoCell not only gives advantages in strength and weight, it also improves packaging. 'We started with the driver,' says Design Director Frank Stephenson. 'With the 12C and 12C Spider, the driver sits close to the centre line of the car, improving control and driver enjoyment.

McLaren: The carbon innovators

The carbon fibre MonoCell of the 12C and 12C Spider follows more than three decades of McLaren carbon innovation. In 1981, McLaren Racing introduced the carbon monocoque to Formula 1™. The legendary McLaren F1 road car, launched in 1992, was the first road car to use a carbon chassis and body. In fact, since 1981 McLaren has never built a car without a carbon chassis.

Apart from the roof, and the engine cover, body panels are identical to the 12C. A redesigned glass engine cover maintains an unobstructed view of the handsome twin turbo V8 engine. 'The front and rear aluminium structures are easy to repair,' adds Patterson.

Unique Airbrake provides active aerodynamics

As with the 12C, the 12C Spider is fitted with the unique McLaren Airbrake - an 'active' rear wing that increases its angle to boost downforce and improve stopping power and stability through corners. This weight-saving thinking has reduced the weight of the mechanism by 50 per cent.'

The 'active' aerodynamics of the McLaren Airbrake

is another Formula 1™-derived innovation - although now banned, as it conferred a substantial performance advantage. The total weight of the new 12C Spider is 1,474 kg, an increase of only 40 kg on the 12C, less than any other car in the class. Overall, the 12C Spider is substantially lighter than most comparable convertibles, as well as being stronger and stiffer.

ENGINE AND TRANSMISSION

The light weight philosophy does not begin and end with the body and chassis of the 12C Spider. A light structure enables the designers to save weight through the whole design process. This includes the unique 3.8-litre twin turbo V8 engine, which weighs just 199 kg (439lbs).

Designed by McLaren Automotive, the British-made M838T engine features dry sump lubrication and a flat plane crankshaft, both of which have helped engineers place the engine extremely low in the chassis, lowering the centre of gravity and optimising handling and agility. 'The engine in the 12C and 12C Spider offers low weight, low-rev tractability, potent mid-range performance and extensive high-rev reach,' says Richard Farquhar, Function Group Manager for Powertrain.

This system works by controlling engine intake noise within the cabin at differing levels, depending on the Powertrain mode selected for the car. The exhaust system is the only part of the engine that has been changed for the 12C Spider. To ensure the audible experience is optimised for open-top driving, the exhaust has been developed to suit the harmonics of the 12C Spider body shape. It utilizes the Model Year 2013 upgrades, including crisper throttle response and improved clutch control.

SUSPENSION

The goal with the 12C and 12C Spider was to offer executive car-like ride quality and sharp, agile handling. The 12C Spider is a revelation.

ProActive Chassis Control makes anti-roll bars redundant The 12C Spider uses the same ProActive Chassis Control that proved such a revelation with the 12C. Normal, Sport and Track settings are available which operate independently of the transmission settings.

Notes Paul Burnham, McLaren Automotive Vehicle Dynamics Manager: 'An anti-roll bar is a popular and simple solution to reducing a car's roll. The ProActive Chassis Control system, with its interconnected adaptive dampers, takes care of body roll without the need to use separate metal anti-roll bars. It is a large factor in our goal to offer the best high performance sports car handling and yet also offer executive car ride suppleness.'

Brake Steer is another important technology that helps to boost the agility of the 12C Spider. The system uses the hardware of the 12C's existing Electronic Stability Control (ESC) to apply braking forces to the inside rear wheel, improving turn-in to corners, boosting cornering speed, agility and driver confidence. Standard brakes - forged aluminium bell and cast iron ventilated and cross-drilled discs - are optimised for weight, saving around 8 kg from standard cast iron.

INTERIOR

The McLaren MP4-12C Spider cabin design is identical to the 12C, offering a range of material and colour options allowing customers a great degree of freedom to personalise their car. The interior of the RHT roof panels are lined either in Carbon Black Fabric or optional Carbon Black Alcantara.

Audio and climate systems specially calibrated for the 12C Spider Typical of McLaren attention to detail, the climate control and audio systems have been totally recalibrated, to compensate for top-down driving. Meridian was involved in the audio system's development from the very outset of the car's design, to optimise audio quality.

The Automatic Volume Control (AVC) and Automatic Tone Control (ATC) are both recalibrated for the 12C Spider. The climate control system is also recalibrated to automatically adjust when the roof is lowered.

MANUFACTURING

The McLaren MP4-12C Spider is built at the new £40 million McLaren Production Centre (MPC) facility in Woking, Surrey, adjacent to the McLaren Technology Centre (MTC).

McLaren.Inc - GT is to produce a new high performance variant of the 12C, named the 12C GT Sprint, designed to offer further enhanced handling through optimised aerodynamics and track focus.

It has been designed and developed by McLaren GT, the race car building arm of the McLaren Group, and retains many of the unique systems from the 12C road car, on which it is based.

Built around the lightweight carbon fibre MonoCell chassis, and with developments to systems such as ProActive Chassis Control, (PCC), Brake Steer and the McLaren Airbrake, the latest model from McLaren GT has been honed to deliver a more track-focused GT racing experience whilst retaining the balance and precise characteristics much praised in the road car.

Generating 625PS, the optimised 3.8-litre twin turbo engine includes a unique oil system, and cooling system which features a 12C GT3 developed central front radiator. The GT Sprint retains the 12C's seven speed twin clutch gearbox.

Externally, the 12C GT Sprint features optimised aerodynamic and cooling upgrades. At the front is a more aggressive front bumper, GT3-inspired bonnet with radiator exit ducts and front wing louvres. Lowered by 40 mm, the 12C GT Sprint is fitted with track-focused braking system with carbon ceramic (CCM) brake discs. Tyre changes are made easier through an on-board air jacking system and centre-locking 19-inch OZ wheels, shod with Pirelli racing slick tyres.

Inside the cabin, the McLaren 12C GT Sprint is fitted with an FIA-approved rollcage and integrated fire extinguisher system. A fully adjustable HANS-approved, lightweight composite racing seat fitted with full six-point harness provides the optimum driving position, while an air-conditioning system is retained, albeit a lightweight version, offering added comfort.

A carbon fibre dash houses the race developed digital display and key vehicle controls which interface with a McLaren GT developed steering wheel. The McLaren 12C GT Sprint, finished in heritage McLaren Orange as standard, makes its world premiere at the 2013 Goodwood Festival of Speed. Initial batch of 20 cars will be delivered in 2013, available from McLaren retailers at a price point below GBP £200,000 (plus applicable taxes/duties).

Mc Laren.Inc - For most of the day, we've watched McLaren P1 test driver Phil Quaife turn in remarkably consistent lap times around Willow Springs International Raceway. The Californian desert circuit is 2.5 miles of banked bends, bumpy asphalt and broken curbs. There isn't much to hit, but any mistake will result in a bodywork-damaging trip into the rough, sandy scrub at the track's edge.

I love circuits like this. Earlier, in the circuit office, I spied a list of track lap records, which shows that in February 1982 Nigel Mansell posted a lap time of 1 minute, 6.3 seconds, which equates to an average speed of 136 mph. For a few moments I quietly contemplate what level of bravery and commitment it would have taken to lap at that pace in a brutal, stiffly sprung, early '80s Formula 1 car. 2015 McLaren P1

Can the 2015 McLaren P1 Take the Heat? McLaren's test today is not about records. The 903-horsepower P1 is designed to be the world's best driver's car, equally at home on the road or track, so it is natural that an enthusiastic owner might want to engage its full-fat "Race" mode on a circuit.

Back at McLaren's headquarters in the U.K., the development team simulated what might happen to the P1 after a dozen fast laps without a cooling-down period. Today, McLaren is using this test at a hot, sunny track to check that its calculations were correct.

Quaife, instructed to drive at a set pace for data-gathering purposes, has conscientiously done so lap after lap. With the test team satisfied and the track curfew fast approaching, there's just enough time for him to cut loose and exploit more of the P1's prodigious power and 664 pound-feet of torque. 2015 McLaren P1

It's early July and although McLaren's engineers are moving into the final phases of the hybrid supercar's development, few outsiders have been allowed to ride in any of the prototypes. This car, code-named XP7, is one of several preproduction versions being used to validate the reams of simulation data generated during the car's development.

For three weeks the test team has been working from dawn until way past dusk to hone this car. Besides, getting the chance to sit alongside one of McLaren's own testers — professional racer Quaife has been part of the development team for almost two years — is a real treat.

This well-traveled test mule is configured to collect heating, ventilation and air-conditioning (HVAC) data, so it is a little porkier than the 3,086-pound production car will be, and isn't equipped with the most up-to-date aero kit. Nevertheless, finished in a stealth bomber-spec black paint job and sitting quietly in the pit lane in the California sun, the taut, toned lines of the P1 make it look worth every penny of its $1.15 million price tag. 2015 McLaren P1

A Driving Mode To Suit Every Situation

Helmet on and seatbelts fastened, I survey the cabin, which is close to production spec. Looking beyond the data-gathering paraphernalia, some elements of the P1's interior are recognizable from the 12C, such as the center control interface and the turbine-style air vents, although everything is a lot more pared back.

Before we set off, Quaife points out some of the key controls, such as those for the drag reduction and instant power assist systems, placed within thumb's reach on the steering wheel. There's also a switch to toggle among the driving modes that are key to the P1's ability to fulfill its wide-reaching brief.

"The aim of this car is to be the best-handling sports car in the world, but we also want it to be very usable on road," says Quaife. In Normal mode the assistance is quite high for a car of this type. 2015 McLaren P1

I'm shoved deeper into the bucket seat by a quite remarkable surge of acceleration. With 727 hp on tap from the 3.8-liter twin-turbo V8 and a supplementary 176 hp from the electric motor, I guess I should have been prepared, but I'm not sure you really can brace yourself for the kind of thrust that propels the car north of 60 mph in 3 seconds. On track, the 2015 McLaren P1 is a steroidal, in-your-face monster. It will also make you revise any preconceived attitudes you may hold toward hybrid cars. For me, the standout sensation is the level of grip. Turn 1 at Willow Springs, Castrol Corner, is a banked 90-degree left-hander. On our first flying lap I'm convinced that Quaife has carried too much speed into turn two and we're going to understeer wide into the scrub. My brain cannot compute that the car will keep on gripping, even with its bespoke Pirelli P Zero tires. 2015 McLaren P1

Out of a tight, uphill left-hander, with the car travelling at a low speed, Quaife stabs the throttle and lets the back end slew pleasingly sideways for a millisecond. Turn 6, Monroe Ridge, is a very quick right-hander over a crest which, from the low-slung vantage point of the P1's seats, is taken blind. Stray off the racing line here and there's a real danger of drifting wide off the circuit on the far side of the crest. But the McLaren is quite simply nailed to the ground.

The final section of the track involves two right-handers that blend together into one gradually tightening curve. It's a long turn, and the P1 feels comparatively docile through here. Quaife is waiting, waiting, waiting... then as soon as the pit straight looms into view, he squeezes the throttle and lets the car run wide out to the curb on the exit.

We zap across the line before the looming Castrol Corner demands heavy braking. The stopping power of the P1's brakes — developed by Akebono and using carbon-ceramic discs infused with ultra-tough silicon-carbide — is phenomenal. 2015 McLaren P1

A Supercar Designed for Less-Than-Super Drivers I've ridden shotgun in World Rally Cars, a Dakar Rally truck and a Le Mans-winning sports car. All felt quick in a brutal way, but competition cars are designed with a single-minded purpose: winning, at all costs. As long as it succeeds, it doesn't matter whether a racecar's engine sounds like a bag of broken wrenches, or if the shut lines aren't millimeter-perfect.

The P1's purpose is different. To be simply fastest around a track is not enough; it must thrill all of its owner's senses and also provide the kind of creature comforts demanded by the well-heeled, no-compromise individuals who have already paid their deposits at the McLaren Technology Centre.

I'm interested to know why Quaife, an experienced campaigner in sports car and GT racing, changes his driving style at times and doesn't engage "maximum attack" mode during these track sessions in the P1 prototype. Driving at different levels of aggression and pace also helps McLaren's test team calibrate the driver assist systems in the hypercar's different driving modes.

"When I'm driving smoothly around a circuit, for example, I don't have any interference from the ESP, but if it is being driven more aggressively and the car starts to move about a little bit more, the ESP needs to catch that slide without the driver knowing," says Quaife. "We want the systems working in the background, keeping the customer on his desired path but not feeling like the car is taking over."

My fleeting laps alongside a man who already knows the P1 inside-out suggest it is a car that's more rewarding to drive the more you push. There's so much to play with — F1-style power and aero boosts, a surfeit of low-end acceleration and reassuring levels of high-speed grip, to name a few — that an owner could grow with the car, gradually exploiting more of its potential as they become comfortable with the immense performance on tap.

The 2015 McLaren P1 is a machine that's made to be driven, and driven hard.