The Ford Mustang is an American automobile, originally based on the Ford Falcon compact named after the Southern Methodist University Mascot. The first production Mustang, a white convertible with red interior rolled off the assembly line in Dearborn, Michigan on March 9, 1964. Introduced to the public at the New York World's Fair on April 17, 1964, and via all three American television networks on April 19, it was the most successful product launch in automotive history, setting off near-pandemonium at Ford dealers across the continent. The original Mustang inspired the term pony car and prompted many imitators. The Mustang's combination of sporty design, low price, and overall performance allowed it to sell over one million units in its first 18 months on the market. After a number of different generations and redesigns, the Mustang remains available today.
Though the Mustang features equine artwork throughout, it was named after the World War II-era P-51 Mustang.
Engineering.
Surprisingly, for all its style and well-marketed sporty design, the Mustang was based heavily on familiar, yet simple components. Much of the chassis, suspension, and drive train was derived from the Ford Falcon and Ford Fairlane. The car had a unitized platform-type frame from the 1964 Falcon, and welcoming box-section side rails, including five welded crossmembers. Although hardtop Mustangs were the majority in sales, durability problems with the new frame led to the unusual step of engineering the (necessarily less rigid) convertible first, which ensured adequate stiffness. Overall length of the Mustang and Falcon was identical, at 181.6 in (4613 mm), although the Mustang's wheelbase at 108 in (2743 mm) was slightly shorter. With an overall width of 68.2 in (1732 mm), it was 3.4 in (86 mm) narrower, although wheel track was nearly identical. Shipping weight, about 2570 lb (1170 kg) with six-cylinder engine, was also similar. A full-equipped, V8 model weighed about 3000 lb (1360 kg).
Built to order.
Much of the appeal (and the high profit) in such a low-priced car came from the options list. The Mustang's long list of optional equipment has enabled buyers to fully customize their cars to their tastes and budgets. It also resulted in typical transaction prices hundreds of dollars above the base price, making the Mustang profitable not only for the dealer but also for the manufacturer.
The option list included several power train combinations; the buyer could choose a 3 speed or four-speed manual transmission]] ($115.90 or $188.00 with six-cylinder or eight-cylinder engines, respectively) or the three-speed Cruise-O-Matic automatic transmission ($179.80 or $189.60). The standard six-cylinder engine could be replaced with a 164 hp (122 kW) 260 in³ (4.2 L) for $116.00 or a 210 hp (157 kW) 289 in³ (4.7 L) V8. Boasting the V8 and four-speed manual, the Mustang Road & Track recorded a 0-60 mph (0-96 km/h) time of 8.9 seconds, with the standing quarter mile in 17 seconds at 85 mph. Starting in June 1964, the new 271 hp (202 kW) "K-code" High Performance engine became available. At $442.60 (not counting the mandatory four-speed transmission you had to get on a K code engine) it was the single most expensive Mustang option, and only 7,273 of the 680,992 Mustangs sold in 1965 were equipped. With a skilled driver, K-code/4-speed equipped Mustangs could do 0-60 in around 6 seconds, and put down mid 14-second ¼ mile times with ease.
Other options included: limited-slip differential, styled wheels and wheel covers, power steering, power brakes, air conditioning, center console, a vinyl top, various radios, a bench seat, and various other accessories. Disc brakes for the front wheels became optional later in 1965. The list would continue to grow through much of the Mustang's history, in which added trim packages like the Interior Decor Group (or "pony interior") and GT package (which included disc brakes, a handling package with stiffer springs, shock absorbers, stiffer front anti-roll bar, fast-ratio steering, and duel exhaust . Additional engine choices and convenience items are well known for the Mustang.
Coming to market.
Because the timing of the car's introduction coincided perfectly with the first wave of the postwar "baby boom", the Mustang entered the market with a strong force, which was heading off to work in a strong economy. Incredibly, no domestic manufacturer up until that time had anything that remotely resembled an affordable, yet youthful and sophisticated automobile aimed at this burgeoning market, and Iacocca knew it. Despite his repeated attempts to receive the go-ahead to produce such a car, his proposals fell on mostly deaf ears. Although the company was still smarting financially after the demise of the Edsel Division in late 1959, upper management at Ford under Robert McNamara (later United States Secretary of Defense under Lyndon Johnson) wasn't willing to take such a major risk.
Still, Iacocca persevered and was given the green light to produce the Mustang in mid-1962, which gave the design team only eighteen months to design and develop the car. Not only did the project wrap up in under eighteen months, it wrapped up under budget, thanks to the decision for the use of many existing mechanical parts as possible. As far as the design itself was concerned, Ford stylists basically threw out the company handbook on design limitations. This single handedly pushed the stamp of technology of the time to its limit in such design areas as the sweep of the rear lower valence and the remarkably complicated front end stampings and castings. Curved side glass was used as well, but at a stern price considering the technology to produce distortion-free curved safety glass was still in its early stages. Though most of the mechanical parts were directly taken from the Falcon, the Mustang's body shell was completely different from the Falcon's, sporting a shorter wheelbase, wider track, lower seating position, and overall height. An industry first, The "torque box," was an innovative structural system that greatly stiffened the Mustang's unitized body construction and further helped contribute to its excellent handling; at least compared to other cars of the time.
When the Mustang hit the market, there was nothing like it. It was perfect for young hip adults and the talk of the new teen power scene.
From sporty car to sports car.
Some minor changes to the Mustang occurred at the start of 1965 model year production, a mere five months after its introduction. First was an almost complete change to the engine lineup. The 170 in³ (2.8 L) I6 engine made way for a new 200 in³ (3.3 L) version which had 120 hp (89 kW) at 4400 rpm and 190 ft·lbf (258 N•m) at 2400 rpm. Production of the 260 in³ (4.2 L) engine ended with the close of the 1964 model year. With a new, two-barrel carbureted 200 hp (149 kW) 289 in³ (4.7 L) engine taking its place as the base V8, people started to get excited. A 225 hp (168 kW) four-barrel 289 in³ (4.7 L) was next in line, followed by the unchanged "Hi-Po" 289. The DC generator was replaced by a new AC alternator on all Fords and the now-famous Mustang GT was introduced. Available was a four-barrel engine with any body style. Additionally, reverse lights were an option added to the car in 1965. Originally, the Mustang was available as either a hardtop or convertible. During the car's early design phases, however, a fastback model was strongly considered. The Mustang 2+2 fastback made its inaugural debut with its swept-back rear glass and distinctive ventilation louvers.
A machine built for the ages, Carroll Shelby converted (with Ford Motor Company's blessing), a special model designed with only two things in mind; winning races and beating the Chevrolet Corvette. Designated simply as the "GT-350", these purpose-built performance cars started as "Wimbledon White" fastbacks with black interiors. The fastbacks were shipped from the San Jose, California assembly plant and fitted with a Hi-Po 289, four-speed manual transmission, and included front disc brakes. Also shortened hoods and rear seats with identifying trim were among other visual variations. These few cars were converted to street, road racing, and drag cars in Shelby's plant at Los Angeles International Airport.
Modifications to both the street and racing versions included: side-exiting exhausts, Shelby 15 in (380 mm) magnesium wheels (though some early cars were fitted with the factory steel wheels), fiberglass hoods with functional scoops, relocated front control arms, (to reduce understeer and neutralize handling), quicker steering, Koni shock absorbers, a Detroit Locker rear end with Ford Galaxie drum brakes, metallic brake linings at all four corners, rear-mounted batteries, rear anti-sway bars with souped-up front anti-sway bar, dash-mounted gauges, a fiberglass parcel shelf and spare tire holder where the rear seat was intended to be. Among other engine modifications, considerable overhaul boosted output to 306 hp (228 kW). Hot Rod Magazine recorded a 0-60 time of 5.7 seconds.
When Ford stiffened the car's basic body structure, they included a front angled brace intended for the export models and so-called "Monte Carlo" bar; triangulating the under-hood shock absorber towers. Though Shelby's influence on the car diminished as Ford's grew, the 1965 to 1970 GT-350 and its "big-block" brother, the 1967 to 1970 GT-500 are among the most sought-after, and valued automobiles in the world; so too are the high-performance models offered over the years by other automotive tuners following in Shelby's footsteps.
Carroll Shelby also had a special GT500 in mind, called the Super Snake. Instead of the 428, the Super Snake got an all aluminum version of the upgraded side-oiler FE motor in the 427 S/C Shelby Cobra, estimated at around 600 horsepower. Unfortunately, the staggering sticker price offset the public's interest in this concept, and only one was ever documented, with that one still in existence today.
The industry reacts.
In its first two years of production, three Ford Motor Company plants in San Jose, California; Dearborn, Michigan; and Metuchen, New Jersey produced nearly 1.5 million Mustangs, a record unequalled before or since. It was a success that left General Motors utterly unprepared and the Chrysler Corporation only slightly less so. Chrysler had just introduced a car only a few weeks before that would be a competitor, the Plymouth Barracuda. Though the "'Cuda" would grow into one of the most revered muscle cars of all time, it started out at as just a Plymouth Valiant with a hastily grafted fastback rear window. As for GM, they were certain that they had a Mustang fighter in their rear-engine Corvair Monza, but sales figures didn't even come close. The Monza was a fine performer, but boasted a six-cylinder, not competing to the Mustang's available eight-cylinder. It took GM until the 1967 model year to counter with the Chevrolet Camaro and Pontiac Firebird. Even Lincoln-Mercury joined the fray in 1967 with the introduction of an "upmarket Mustang" (and subsequent Motor Trend Car of the Year), the Mercury Cougar. The Cougar name had originally been given to the Mustang during the development phase. In 1968 American Motors (AMC) would introduce the Javelin and later, the 2-seat high-performance AMX. This genre of small, sporty, and often powerful automobiles was unofficially dubbed the "pony car" as a tribute to the car that started it all. The 1968 Mustang fastback gained pop culture status when it was used to great effect as Steve McQueen's car of choice in the crime thriller Bullitt. The Mustang was pitted against the Dodge Charger in the film's famous car chase through the streets of San Francisco. The Mustang also got a boost in its already high-performance image when Holman-Moody racing ordered 15 1966 Mustangs for use in the A/FX drag racing class. These Mustangs were turned into brutes, thanks to the incredible 427 Single-overhead-cam Hemi-headed V-8. Seriously underrated at 657 horsepower with 2-4bbls, these motors were absolute screamers, redlining at over 10000 rpm. Drivers routinely made passes in the mid-10's, with trap speeds around 130-135 mph, not too shabby considering the pathetic traction that slicks of the day provided, not to mention the mustang's aerodynamics (or rather, lack thereof).
The Mustang grows up.
The 1966 Mustang debuted with only moderate trim changes, and a few new options such as an automatic transmission for the "Hi-Po," a new interior and exterior colors, an AM/eight-track "Stereosonic" sound system, and one of the first AM/FM monaural radios available in any car. The 1967 model year would see the first of the Mustang's many major redesigns with the installation of big-block V8 engines in mind. The high-performance 289 option now took a supporting role on the option sheet behind a massive 335 hp 390 in³ (6.4 L) engine direct from the Thunderbird, which was equipped with a four-barrel carburetor. Stock 390/4speed equipped Mustangs of the day were recording ¼ mile times of mid 13's [1], with trap speeds of over 105 mph. A drag racer for the street took a stand during the middle of the 1968 model year, as the 428 Cobra Jet (7.0 L) officially rated at 335 hp (250 kW), but in reality producing well in excess of 400 hp. 1969 saw the introduction of both the car's third body style and a hand-built muscle car intended solely to satisfy the homologation rules of NASCAR, the Boss 429.
Available in 1969 and 1970 only, with a standard Mustang SportsRoof (the new corporate name for the fastback) and the new Mach 1 muscle car version's deluxe interior, the Boss 429 sported none of the garish decals and paint schemes of the day. Only a hood scoop and 15 in (380 mm) "Magnum 500" wheels fitted with Goodyear "Polyglas" tires, with a small "BOSS 429" decal on each front fender, hinted that most powerful Ford V8 of all time was fitted under the hood. Ford intentionally underrated the Boss 429 for advantages both in racing as well as insurability at 375 hp (280 kW) and 450 ft·lbf (610 N•m) of torque. Several dynos showed it to be more around 500-525 horsepower, at very high rpm however. Even with racing touches straight from the factory such as aluminum heads with hemispherical combustion chambers, along with a combination of O-rings and seals in place of head gaskets, it was believed that yet another 75 to 100 hp (50 to 75 kW) was on tap once the single four-barrel carburetor, intake, the restrictive factory exhaust system, and engine speed governor were either replaced or removed. While power steering was a "mandatory option" on the Boss 429, neither an automatic transmission nor air conditioning was available. In the case of the latter, there simply wasn't enough room under the hood. It should be noted that due to the extremely free breathing capabilities of these heads, combined with the smallish carburetor(the Boss 302 had a larger one) and restrictive exhaust, it wasn't necessarily the best choice for a street car, especially since the rev limiter was locking in its revving potential. The Boss 429 made its power in a significantly higher RPM range than most other big block street cars, much like the 426 street hemis, and of course street racing was prevalent in the day. Owners of these could often be surprised by "lesser" cars of the day in stop light drag racing.
Also available during that two-year period was another homologation special for the up-and-coming sport of Trans-American sedan racing. The Boss 302 was Ford's attempt to mix the power of a muscle car with the handling prowess of a sports car. The automotive press gushed over the result, deeming it the car "the GT-350 should have been." Boasting a graphic scheme penned by Ford designer Larry Shinoda, the "Baby Boss" was powered by an engine that was essentially a combination of the new-for-1968 302 in³ (4.9 L) V8 and topped with cylinder heads from the yet to be released new-for-1970 351 in³ (5.8 L) "Cleveland". This combination meant that the Boss 302 was good for a conservatively rated 290 hp (216 kW) through its four-speed manual transmission. Ford originally intended to call the car Trans Am, but Pontiac had beaten them to it, applying the name to a special version of the Firebird. In the ¼ mile the Boss 302 could post very similar times to the Boss 429, oddly enough, despite the smaller displacement and an incredibly free-breathing induction system in the car. It should be noted that the blocks from these cars are incredibly strong, and Ford Racing plans on selling new Boss 302 blocks in the near future.
The McLaren MP4-12C is revealed as the first in a range of high-performance sports cars from McLaren Automotive, the independent car division based at the McLaren Technology Centre in Woking, England. The 12C, and future models within the range, will challenge the world's best sports cars, benefiting from the expertise and virtuosity of the McLaren Group.
Twenty years of sports car design, engineering and production combined with inspirational success in Formula 1 have driven Ron Dennis, McLaren Automotive Chairman, to announce his plans for the ultimate line-up of technology-led and customer-focused performance cars for the 21st century. The rules in the sports car world are about to be re-written.
Through a rich modern history, McLaren's automotive division has already built the world's most critically acclaimed supercar, the McLaren F1 (1993-1998) and the world's best-selling luxury supercar, the Mercedes-Benz SLR McLaren (2003-2009). McLaren Automotive now looks to the future with a new range of revolutionary sports cars.
"It is a long-held dream of mine to launch a range of high performance sports cars that set new standards in the industry," said Dennis.
"We began designing and building cars for aficionados of thoroughbred sports cars almost 20 years ago. Incorporating the leading edge technologies that the McLaren Group has built up within its various companies, I believe we are now perfectly placed to open up this new chapter in McLaren's history as well as play a part in the regeneration of high-tech manufacturing in the UK and global automotive environment," he concluded.
At its heart, the McLaren MP4-12C features a revolutionary carbon fibre chassis structure, the Carbon MonoCell: the first time a car in this market segment is based around such a strong and lightweight racing car engineering solution and the first time any car has ever featured a one-piece carbon fibre structure.
This step change in sports car design means that the 12C introduces new standards not just in handling, ride and outright performance, but also safety, economy and practicality in an already competitive sector.
Martin Whitmarsh, Team Principal of McLaren's racing team highlighted the integral part that McLaren's motorsport and road car experience played in developing the 12C: "McLaren has for years offered a potent mix of race car and road car technologies. This combination of McLaren's performance heritage, and future demands on what is expected of high performance sports cars in the 21st century, gave us a head-start when we embarked on this project. The 12C, and future variants, draws on the spirit of Formula 1 and delivers real-world technological advances."
The first car from the new company, the McLaren MP4-12C, is a high performance two-seat mid-engine model in the 'core' sports car market segment for cars costing between £125,000 and £175,000. The 12C is pure McLaren, featuring no carryover parts from any other car, and will be produced by McLaren in the UK. It goes on sale through a dedicated, worldwide retailer network in early 2011.
"McLaren is already a car maker with maturity and experience, having produced iconic cars such as the F1," said Antony Sheriff, McLaren Automotive Managing Director.
"The next step was to construct a range of pure McLaren high performance sports cars that are true to the company's philosophy and reflect our position as an absolute technology and performance leader. So, when we embarked on the 12C project, we wanted to re-write the rules of sports car design. Indeed, the 12C offers performance and technology that exceeds that of the world's most expensive and sophisticated supercars, while competing in a much more accessible market segment. And to achieve this result, we designed every component from scratch to meet the extreme goals of the 12C and avoid any compromise."
"Forget what you know about sports car companies, McLaren is different," he concluded.
Inside out
The heart of the new car is the Carbon MonoCell. McLaren pioneered the use of carbon composite construction in the 1981 Formula 1 MP4/1 model and set a trend that all Formula 1 teams have followed. The company brought carbon fibre to road cars for the first time with the 1993 McLaren F1 and then built on this experience with a carbon fibre chassis and body on the SLR manufactured to the same exacting standards, but in higher volumes.
So, until now, carbon chassis have remained the preserve of the most expensive exotic cars; a purchase for the super-rich where costs are driven by the complexity of carbon fibre chassis design and build.
The 12C changes this by introducing the advantages of carbon composite - light weight, high strength and torsional rigidity, and longevity - to a more affordable sector through its revolutionary engineering as a one-piece moulding. Never before has a carbon fibre chassis been produced this way.
The 12C MonoCell not only brings dynamic benefits, but also offers fundamental engineering opportunities that form the basis of the car's unique character. It has been designed to allow a much narrower structure overall which in turn contributes to a more compact car that is easier to position on the road and more rewarding to drive.
Not only is the 12C unique in its class by offering carbon technology, it also has the highest specific power output as well as extraordinary power- and torque-to-weight ratios. Furthermore, the Proactive Chassis Control system offers groundbreaking handling and ride comfort while an intense focus on occupant packaging offers new levels of comfort and everyday usability.
Antony Sheriff explained. "With the 12C we are redefining the relationship between performance and practicality, as well as performance and efficiency, achieving leading positions in both. We have designed this car from the inside out. We have a saying in McLaren - 'everything for a reason' and the 12C will surprise people in many ways.
"A clear illustration of its special qualities is in the efficiency of its power delivery. With the 12C's power output of around 600hp and its low CO2 emissions, it delivers the highest horsepower to CO2 ratio of any car on the market today with an internal combustion engine...and that includes petrol and diesel hybrids," Sheriff concluded.
Pure McLaren.
All the parts of the McLaren MP4-12C are bespoke and unique to this car. Everything from the engine right down to the tailor-made switches and buttons is pure McLaren: nothing has come from another manufacturer's parts bin.
The 12C is powered by a bespoke McLaren 'M838T' 3.8 litre, V8 twin-turbo engine producing around 600bhp, driving through a McLaren seven speed Seamless Shift dual clutch gearbox (SSG). It is targeting not only new standards for power and performance in its sector, but also class-leading fuel economy and CO2 emissions; supported by McLaren's experience of active aerodynamics to aid cooling, grip, handling and road holding.
"The 12C is all about performance," said Sheriff. "And in McLaren, we have a very broad definition of performance. We don't just look at the traditional one-dimensional parameters like top speed, we focus equally on useable measures such as in-gear acceleration times, braking performance in all conditions, and efficiency of power delivery combined with the lowest possible fuel consumption and CO2 emissions. Sure, 12C is very fast, but it is also the most efficient, most driveable high-performance sports car in the world.
"In the more subjective areas of road-holding, handling, comfort, driver involvement and day-to-day usability, McLaren is achieving new standards for a mid-engined high performance sports car in this sector," he concluded.
Thorough engineering and market research led to concept development and a clear decision in favour of a mid-engined two door high performance sports car. Intensive work was carried out in the wind tunnel and the driving simulator to ensure that the new car would inherently have superb dynamic qualities.
Dick Glover, McLaren Automotive Technical Director, was closely involved with the development of these invaluable tools during his time with McLaren's Formula 1 race team.
"There are so many examples of race car process and technology transfer in the 12C," claimed Glover. "The car owes much to McLaren's experience and success in motor sport. The advantage of technology transfer is only one element; speed of decision-making and development, F1 processes and people all make an important contribution.
"Brake Steer, for example, is a technology we pioneered on our Formula 1 car back in 1997. It helps to dial out understeer on entry to a corner and improves traction on the way out. Another is the Pre-Cog function on the gearshift rocker that effectively primes the gearbox ready for the next change, ensuring a more satisfying and faster gearchange. This is a high performance sports car with race car genes and teamwork at its heart."
Adding lightness.
Weight is the enemy of performance in every area of car design. It affects acceleration, speed, handling, fuel consumption and CO2 emissions - everything. McLaren Automotive engineers pursued weight saving obsessively. For example:
* The Carbon MonoCell not only reduces the weight of the structure but also allows for the use of much lighter weight body panels.
* The close position of the driver and passenger allows a narrower, lighter body while giving improved visibility with a clearer perception of the car's extremities.
* Brakes with forged aluminium hubs save 8 kg and weigh less than optional carbon ceramic brakes.
* Lightweight exhaust pipes exit straight out the rear of the car, minimizing their length and weight.
* Airflow-assisted Airbrake deployment dramatically reduces weight of the Airbrake activation system.
* Small, compact downsized engine coupled to lightweight compact SSG minimizes vehicle length, weight and polar moment of inertia.
* Significant weight was pared off the alloy wheels through intensive Finite Element Analysis of wall thicknesses.
* The engine cooling radiators were mounted at the rear, as close to the engine as possible, to minimize the pipework, the fluids contained within them, and therefore weight. They were also mounted in car line to minimize vehicle width.
"We have spent most of the programme 'adding lightness'," said Mark Vinnels, McLaren Automotive Programme Director. "If the cost of reducing weight brought performance gains in speed, handling or economy, we did it. However, if the expense could deliver improved performance elsewhere we didn't pursue it. We never set weight targets as such; we set cost-to-performance targets and examined everything in this way.
"A good example of this philosophy is that we considered carbon fibre body panels. They would have reduced weight but added little benefit as the new one-piece Carbon MonoCell provides all of the torsional strength the body needs. The costs saved were used elsewhere for greater weight reduction and efficiencies overall. This was the holistic approach to weight saving that we used all the way through development," he concluded.
Design: everything for a reason.
The McLaren MP4-12C design follows similar principles to McLaren's Formula 1 cars, and the legendary McLaren F1, where everything is for a reason and all lines, surfaces, and details are designed with a job in mind as much as styled. This ensures that the 12C communicates its engineering through its styling and will remain timeless as a piece of automotive design.
Frank Stephenson, McLaren Automotive Design Director: "Many sports cars and super cars present an 'in-your-face', 'look-at-me' image that can become wearing and boorish; the ultimate backhanded compliment becomes, "…it was of its time". Great design, however, is timeless and looks relevant years later. Take the McLaren F1 as an example. I hope that with the 12C we have produced a car that looks great today and will still look great in years to come."
The 12C's body has been styled to support sector-leading levels of downforce; downforce that then subsequently contributes to sector-leading levels of lateral grip and stability. Air flow has been manically managed to support all performance figures and light weight targets. For example, placing the radiators adjacent to the engine keeps the car narrow and reduces weight. However, this results in a huge challenge of ensuring ample air flow to the radiators. The result? The large side air scoops and integrated turning vanes that are dramatic, but purely functional. No larger or smaller than required.
The designer's challenge is to then take that styling purpose driven by engineering aspirations and add personality. That's why the air scoops resemble the McLaren logo in form, as do other features around the car.
Just two 'pure' lines flow round the car and, when combined with the integration of several dramatic convex and concave surfaces, present a car that looks compact, low and well proportioned.
The market opportunity for McLaren.
"I am confident that now is the right time for McLaren Automotive to become a full line high performance sports car manufacturer," stated Ron Dennis.
"Worldwide demand for high performance cars is strong, in large part because of great cars from great competitors. With McLaren joining that list, it will grow stronger still. What we are offering is a new approach to the market, through a skilled, solid, debt-free and risk-managed company. McLaren is right to take this step now and support future growth of high-technology manufacturing and engineering jobs in the UK," Dennis declared.
The market for high performance sports cars has grown substantially since the turn of the century. McLaren divides the market into segments that encompass both more comfort-orientated GT cars and the hard-edged supercars for road and track use.
The 'core' segment runs from around £125,000 to £175,000 featuring such cars as the Ferrari 458, Lamborghini Gallardo, Porsche 911 Turbo, Bentley Continental GT and Aston Martin DB9. A second segment is the 'high' category with prices ranging from £175,000 to £250,000 and consists largely of front-engined GT cars such as Ferrari 599 GTB and Ferrari 612, with just one mid-engined contender, the Lamborghini Murcielago.
The final segment is the 'ultimate' group, a sector more or less initiated by the McLaren F1 in 1993 and now populated by a select group of cars including the Mercedes-Benz SLR McLaren, Bugatti Veyron, and cars from the likes of Pagani and Koenigsegg that followed legends such as the Porsche Carrera GT and Ferrari Enzo. In 2011, McLaren will bring technology and performance exclusive to this 'ultimate' sector into the 'core' segment.
Although the recent economic downturn has affected the performance car sector, just as it has the entire motor industry, McLaren Automotive believes that the 'core' segment's growth from 8,000 sales in 2000 to more than 28,000 in 2007 highlights the potential that exists and that it will soon return to at least 2007 levels.
"By the time the 12C is launched in 2011 we expect the economic conditions to be much improved. We have already seen significant interest in the car and the supply of the 12C will be relatively scarce; in its first year we plan to produce just 1,000 cars which represents only 3.5 per cent of the 'core' market," explained Antony Sheriff.
"We have created ground-breaking new technology, lightweight engineering solutions, and harnessed real-world motor racing applications. It brings new levels of performance, fuel efficiency and practicality to the 12C's segment. And it will be more exclusive than its principal competition with a price that reflects its lack of ubiquity," he said.
McLaren Automotive will distribute the 12C and future models through a brand-new retail network in all global markets.
Exclusivity, exquisite design and a passionate focus on delivering a wonderful ownership experience will ensure that the small number of retailers around the world are taking on an attractive new brand. This approach will drive excellent customer service and a virtuous circle that retains McLaren customers and brings in new converts as the range expands.
McLaren MP4-12C - what's in a name?
The name of the new McLaren sports car is MP4-12C.
What does this signify? As one might expect at McLaren, everything has a purpose and the nomenclature is no exception.
* 'MP4' has been the chassis designation for all McLaren Formula 1 cars since 1981. It stands for McLaren Project 4, resulting from the merger of Ron Dennis' Project 4 organisation with McLaren.
* The '12' refers to McLaren's internal Vehicle Performance Index through which it rates key performance criteria both for competitors and for its own cars. The criteria combine power, weight, emissions, and aerodynamic efficiency. The coalition of all these values delivers an overall performance index that has been used as a benchmark throughout the car's development.
* The 'C' refers to Carbon, highlighting the unique application of carbon fibre technology to the future range of McLaren sports cars.
The elements of this name represent everything that the McLaren MP4-12C stands for:
* 'MP4' represents the racing bloodline
* '12' represents the focus on complete performance and efficiency
* 'C' represents the revolutionary Carbon MonoCell
"We are very proud of the McLaren MP4-12C and all the teamwork, intelligent thought and sheer effort that have gone into developing this car. What drives people at McLaren is passion - if you cut them, they bleed McLaren. And there is no doubt in my mind that the 12C fully reflects that focus, drive and determination in its performance, style and ownership potential," said Ron Dennis, McLaren Automotive Chairman.
"This is the start of an exciting new chapter in McLaren's history, in British high-technology engineering and manufacturing, and in global sports car design. We aim to be the best, but will leave that ultimate judgement to our first customers in 2011. Until then, we will strive to put one name at the top of the 'most wanted' list for buyers of high performance sports cars: 'McLaren'," he concluded.
A carbon fibre heart.
Light weight and performance are defining philosophies at McLaren. But outright power alone is of little significance if a car's weight saps output or if that power is unmanageable and compromises the driving experience or results in unacceptable emissions.
Fundamentally, it is critical to keep weight as low as possible. Increased customer demands for safety and advanced features all mean that shaving weight is ever more difficult. However, at McLaren saving weight remains a passion and at the heart of the McLaren MP4-12C is a carbon fibre composite chassis: the Carbon MonoCell.
This revolutionary structure is the automotive version of a McLaren innovation that started with Formula 1 back in 1981 and delivers both weight savings and performance gains. It is a technology cascade in which McLaren brought carbon composite technology from the aerospace industry to make the MP4/1 F1 car, the first Formula 1 car to benefit from the strength, weight and safety of carbon fibre.
McLaren's Formula 1 carbon fibre technology then offered the company the opportunity of applying its expertise to road car applications. The first ever road car to be constructed of this material was the McLaren F1 produced in 1993, albeit in small numbers. The F1 was followed by the Mercedes-Benz SLR McLaren that also shared this rare expertise.
Only a handful of other cars in the market offer such technology today and all of them lie in the 'ultimate' segment. No manufacturer has brought the advantages of carbon composite technology to a more affordable sector of the market. But the 12C does, through engineering passion and a relentless pursuit of efficiency.
So, McLaren did it first with the F1, the world's fastest car for many years, then in the highest volume with SLR, which almost doubled the volume of the next highest produced carbon fibre-based high performance sports car by selling over 2,100 units. Now, through revolutionary one-piece moulding of the MonoCell, McLaren brings a carbon composite chassis down to the 'core' category, where currently only traditional metal structures are offered.
The advantages this technology brings are light weight, high torsional rigidity, a very strong safety cell, low perishability, ease of repair and extreme dimensional accuracy.
The 12C MonoCell weighs less than 80 kg. Carbon fibre contributes to the car's low overall weight and it forms the structural basis for the whole car. The tub's torsional rigidity is considerably stiffer than a comparable alloy structure.
This inherent lack of flex means the unique front suspension system, which is mounted directly onto the MonoCell, requires less compromise for flex of the suspension itself. Therefore, it is easier to develop the unique balance between fine ride and precise handling that McLaren has targeted. The MonoCell also offers greater occupant safety. It acts as a safety survival cell, as it does for a Formula 1 car.
Carbon composites do not degrade over time like metal structures that fatigue. One is able to get into a 15-year-old McLaren F1 and there is none of the tiredness or lack of structural integrity that afflicts traditional cars that have suffered a hard life. The 12C will feel as good as new in this respect for decades.
And in the event of an accident, the light weight aluminium alloy front and rear structures are designed to absorb impact forces in a crash and can be replaced relatively easily. Aluminium extrusions and castings are jig welded into the finished assembly and bolted directly to the MonoCell. Cars with full aluminium chassis use their structure to absorb and crumple on impact, which implies more fundamental damage (and expense) to the whole structure, including the passenger cell, in a major accident.
McLaren has pioneered a new carbon fibre production process that allows the MonoCell to be produced to exacting quality standards, in a single piece, in only four hours, compared to the dozens of carbon components (and dozens of production hours) that normally feature in a carbon fibre chassis structure. This naturally brings huge efficiency and quality benefits. The MonoCell project is managed by Claudio Santoni, McLaren Automotive Body Structures Function Manager.
"It was clear that we needed to develop a car with a carbon fibre structure. After all, McLaren has never made a car with a metal chassis!" said Santoni.
"The whole 12C project is based on the concept of the MonoCell. This means that McLaren can launch into the market with greater performance than our rivals and a safer structure. To put it into perspective, if the costs and complexity of producing a McLaren F1 carbon fibre chassis are taken as a factor of 100, the 12C chassis production costs are reduced to a factor of seven or eight, without degrading the strength or quality of the carbon fibre structure. And this step-change in technology could make its way into more mainstream cars," he concluded.
Getting the production process right is the result of five years of extensive research. Now that the process is perfected, it allows McLaren to produce the MonoCell repeatedly at very high quality.
"Not many people in the automobile world work to standards demanded by the aerospace industry," claimed Mark Vinnels, McLaren Automotive Programme Director.
"Our ability to analyse and predict the performance of carbon fibre is in line with aerospace technology and is truly world class, particularly in the sense of predicting failure, which is obviously key in managing crash events and passive safety.
"We can now predict failure levels at individual ply level in the carbon composite and the results are absolutely correlating with what we predicted," he concluded.
The finished MonoCell emerges in one piece and this new process could revolutionise car design. It avoids the need to bond different parts to make the whole structure, as with all other carbon fibre cars. It is hollow, saving further weight, and the integrity of production ensures the location of suspension and ancillaries is accurate to the finest of tolerances.
Powertrain: pure McLaren.
The McLaren MP4-12C is powered by a twin-turbocharged, 3.8 litre 90° V8 engine - the 'M838T'. 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 its low weight carbon composite chassis, delivers exemplary power- and torque-to-weight ratios.
'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 and good driveability, with excellent economy and CO2 emission values.
Taking power and emissions in combination (measured by its horsepower to CO2 ratio), the 12C delivers 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 600bhp 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 composite cam covers and intake manifolds, which reduce weight and heat transmission into the charge air, as well as Nikasil-coated aluminium liners for further weight reduction.
The McLaren engine revs to 8,500rpm, has quick transient throttle response and delivers its abundant torque throughout the rev range. A staggering 80 per cent of torque is available at below 2,000rpm, ensuring great driveability and no need to floor the throttle to deliver performance.
And it delivers a great soundtrack to highlight the engine's 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.
The high level exhaust pipes exit through a mixing box, rather than a conventional and heavy silencer box. All parts of the exhaust system up to the mixing box feature sandwich layer heat-shielding that helps reduce heat from the engine bay. In just an 18mm gap, exhaust gas temperatures reduce from 900°C to 300°C.
The engine drives the rear wheels through two wet clutches and a McLaren-developed seven speed Seamless Shift dual clutch gearbox (SSG).
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 mode. In addition an 'automatic' mode, 'launch control' and 'winter' modes can be selected, the latter changing all electronic functions to suit low friction 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, and therefore light, car.
The 12C's SSG 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.
Design of the SSG system was driven by a demanding mechanical package that not only reduced weight and improved dynamic control for the entire vehicle, but also delivered driver benefits.
It is lightweight and compact in design and positioned in exactly the best location. 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 the driver.
The system reduces weight and benefits packaging targets, but also ensures that driving programmes and shift strategies take the driver's own inputs and uses them to directly control the engine's torque and speed to deliver performance, economy or comfort as requested.
Gears are changed using a Formula 1 style rocker shift that pivots in the centre of the steering wheel. It is actuated on either side of the steering wheel (pulling right changes up, pulling left down).
As with the McLaren Formula 1 car, a shift can be actuated either by pulling or by pushing on the rocker. The rocker moves with the steering wheel, rather than being mounted on the steering column, so that if a gearchange is needed while lock is being applied the driver does not have to fumble around to change gear.
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 driver applies first pressure to the rocker and it 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," explained Dick Glover, Technical Director McLaren Automotive.
"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. The SSG also promotes seamless shifting in which 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," he said.
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 to its sports car project.
Chassis: Proactive control.
The suspension for the McLaren MP4-12C breaks new ground, offering hitherto unseen levels of roll control and grip (an almost flat cornering attitude, depending on the programme selected).
Although such track-like responses would normally imply a rock-hard ride, the 12C 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, 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 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.
There are three suspension modes that are selected on the Active Dynamics Panel. As with the powertrain adjustment, there is a 'normal', a 'sport' mode and a high performance mode which adjusts numerous parameters in the system.
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?
The powertrain packaging also contributes to the 12C's handling prowess.
The engine is mounted low down in order to lower the centre of gravity while the radiators are rear-mounted and reduce weight by saving on long piping to and from the engine (and the fluids they would hold). The value of rear-mounted radiators is key to the 12C's handling and balance. The more weight that can be concentrated within the wheelbase and towards the centre of gravity, the lower the polar moment of inertia, thereby improving corner turn in.
Another feature that helps the 12C to handle at a new level is a development of an electronic system used by McLaren's 1997 MP4/12 Formula 1 car, - Brake Steer. In essence, it is a system that brakes the inside rear wheel when the car is entering a corner too quickly to make the desired radius. Under normal circumstances the front would wash away wide of the apex the driver wants to touch: in other words, the car is in a state of understeer.
Brake Steer manages the tendency of a car to wash out and brings 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 controls what a limited slip differential would do and obviates the need for such a complex and heavy unit, thus saving more valuable kilos.
The standard brakes for the 12C reduce overall vehicle and unsprung mass. McLaren has developed a composite braking system that uses a forged aluminium bell that attaches to the cast iron disc. This solution maintained the excellent brake feel of a cast iron disc while saving 8 kg. Carbon ceramic brakes will be available as an option, offering fade-free braking performance during high performance driving, but the standard composite brake system is actually lighter than the larger carbon ceramic units.
The design of the standard cast alloy wheels (19" front, 20" rear) was driven by McLaren's light weight objectives: the light weight styling was agreed in concept, then the wheel was tuned using Finite Element Analysis to take a further 4 kg out of the wheels. Bespoke Pirelli tyres have been developed in conjunction with McLaren specifically for the 12C.
An 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, Hill Hold and Brake Steer. The level of intervention varies according to the handling mode selected.
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. Although the design of the 12C was driven by aerodynamics, it aims to remain contemporary and elegant throughout its lifetime as well as distinctive among its peers.
Frank Stephenson, McLaren Automotive Design Director, helped finalise 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 therefore led by aerodynamics. At McLaren we have been able to use the Formula 1 techniques and the huge expertise that the company has amassed at the pinnacle of the sport," explained Stephenson.
"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. I really feel that the styling communicates the 12C's engineering integrity and technical benefits and it is this purity that makes the design timeless."
The overall design theme supports engineering aerodynamic ambitions. Purity of lines then give the car its character. 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.
The front is very low since it does not have to house large engine cooling radiators, two of which are mounted longitudinally at the sides. This offers the added benefit of segment-leading space for storage under the bonnet.
The 12C's face is dominated by large and distinctive air intakes and bi-xenon headlights with LED running lights inspired by the form of the McLaren logo. The McLaren logo itself also graces the bonnet of a 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 again: "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."
From the side, the 12C cannot be mistaken for another sports car. The dominant side air inlets act as turning vanes and help direct cooling air over the side radiators. This shape was designed and optimised using McLaren's extensive computational fluid dynamics 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. 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 huge 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 unique handle-free door entry system.
The 12C's rear is unique. It has an aggressive, business-like appearance with its downforce-optimised rear diffuser. The exhaust pipes exit high and in the centre of the car and the rear end is open to ensure efficient evacuation of hot air from the engine bay. The engine itself is visible through the top deck. The LED tail light clusters do not dominate the rear and are hidden behind horizontal black bars. They are only visible when illuminated: the two upper bars light up as LED brake lights and turn indicators.
Aerodynamic efficiency drove the 12C's design. High downforce helps maintain traction, cornering ability and stability while low drag aids top speed and acceleration. It has a completely flat underbody and smooth upper body surfaces to yield a highly effective drag coefficient and generate very high levels of balanced downforce at high speed.
A nose splitter gives more downforce at the front while guide vanes near the front and rear wheels help to increase downforce with minimal drag penalty and direct air towards the all-important diffuser at the rear.
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 braking, a piston operated by transmission hydraulics raises the Airbrake to a certain angle. Once a small amount of wing angle is pushed into the airflow, the centre of aerodynamic pressure forces the bottom of the 'wing' back. In this way, it raises the airbrake to maximum angle using the 'free' airflow rather than relying on another mechanical device.
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. It is also a weight-saving solution that took almost 50 per cent of weight out of the mechanism.
Overall, the 12C is lower, shorter and narrower than key competitors, but has much shorter front and rear overhangs due to its longer wheelbase - a layout that promotes stability and assists handling response.
Inside: it all starts with the driver.
Packaging was fundamental to the McLaren MP4-12C design challenge. Externally, the car had to be compact, yet internally it had to offer an unparalleled driver and passenger environment where comfort and driving enjoyment at all levels were not compromised.
"With the interior, we have created a real step forward in the packaging of a sports car. Moving the driver and passenger closer together improves driving control and moving the pedals 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. Packaging is one of the 12C's really strong points," said Frank Stephenson.
But the creativity of the interior design itself aimed 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.
The interior is extremely space efficient and is designed to accommodate 98th percentile adults in comfort. 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.
This is one of the many reasons the 12C design is able to buck the trend towards ever wider sporting cars. The innovative information centre provides all normal telematics functions such as audio, navigation and telephony, while providing some new features never before seen in a car. Meridian, the renowned producer of state-of-the-art sound systems, is developing its first ever in-car system for the 12C.
McLaren designers paid great attention to all-round visibility for both safety and driving precision.
The low cowl gives a full six degrees downward vision from 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 also needs to be 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 Formula 1 championship-winning drivers' grips were modelled and scanned and the most effective feel and thickness of their wheels was replicated for a high performance road car.
Such attention to detail is to be found throughout the McLaren 12C's interior and the car does not suffer an over abundance of switches, knobs and dials.
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 provides space for an additional 'door console'.
Like the McLaren F1, the driver has controls on both sides, which allows for a rational positioning of switches:
* Climate controls on each door console
* Telematics on the upper centre console
* Active Dynamics Panel on the middle centre console
* Transmission and minor controls on the tunnel console
* Trip computer and cruise controls on steering column
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 provides two rotary switches and four push buttons:
* 'Start/Stop'
* 'Active' activates all the dynamic controls.
* 'Winter' sets powertrain, suspension and electronic aids to maximum driver support.
* 'Launch' initiates the launch control system.
* The two rotary switches control 'powertrain' and 'handling', each having three position settings for normal, sport and high performance driving modes.
* 'Powertrain' changes throttle response, gearbox strategy, shift times and impulse (how much one can feel the gearchange). The coaxial 'Manual' button controls use of manual gearbox functions.
* 'Handling' changes stability control, steering weight, suspension firmness and roll stiffness. The coaxial 'Aero' button allows the driver to deploy the airbrake for increased downforce.
The supportive, light weight seat is 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 and a 'floating' centre console that leaves space beneath for a large storage container.
The interior's simplicity belies a world-class level of comfort and safety features that will include a full quota of airbags, fully automatic dual zone climate control, sophisticated telematics and audio systems, parking sensors, trip computer, cruise control and electric memory seats.
Testing and 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 a multitude of other dynamic properties.
The simulator was initially designed to improve the performance of the 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 handling and suspension of the McLaren MP4-12C was developed using exactly the same tools and techniques as the McLaren Formula 1 cars.
The crash test requirements are a good example of how simulation helps speed up development. Long before the first Carbon MonoCell had been constructed, the design had been through hundreds of passive crash test simulations. When the time came to submit a real world crash test, the 12C passed with flying colours.
"Outside of McLaren, it is almost unknown to meet our standards out of the box," said Dick Glover, "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 20 prototypes have been built for an exhaustive test programme around the globe, the simulator remains a key tool and a differentiator from most competitors.
Different engineering teams have cars undergoing specialized testing including hot weather in Bahrain in the height of the 2009 summer, cold weather testing in the Arctic, engine development, gearbox calibration, electrical testing and ride, handling and durability programmes.
Before the first prototype was available, the dynamic test team, aided by professional racing driver and McLaren test driver Chris Goodwin, tested early parts on the simulator as well as a development chassis and various engine mules. 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 testing programme moved into a more 'aggressive' phase following 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.
Production.
The production process for the McLaren MP4-12C will enable McLaren to build on its recent success of record production volumes and quality for a luxury supercar with the SLR.
The McLaren Production System brings a large scale lean production mentality into a small-scale, flexible operation. The process is championed by Production Director, Alan Foster's experiences at Japanese and European car manufacturers.
"Quality is the most important thing to customers," said Foster, "and quality management is a fundamental part of building a McLaren. For my team it is an absolute passion. It doesn't matter whether a customer is spending ten thousand pounds or a million, it is their money and they rightly expect to have pride in their purchase and be satisfied with it. Our goal is to ensure that we exceed customers' expectations," he concluded.
12C volumes will remain low, but will require a change of mindset for McLaren's production line teams as the company moves to higher volumes. But the build process will still focus on craftsmanship, a hand-built philosophy but with a lot of science behind it. Quality gates will ensure that a car cannot leave a work station until everything is completed perfectly.
McLaren will maintain its high standards of final approval before a car can be released.
The build of prototypes has already proven the robustness of this approach because investment in the manufacturing assembly fixtures that will actually be used in production has already prepared the team and shown the build process to be on track. The 12C station cycle times have already been reduced by almost a further 20 per cent through knowledge gained from building the prototypes. In short, the risk has been removed from the production process so that final production quality will be guaranteed.
Aftersales, retail distribution, personalisation.
Not only is McLaren establishing a new company, a new production plant, an all-new high performance sports car engineered and developed in house... it is also building a global network of retail distribution partners.
This small number of super operators will deliver the dedication and purposefulness necessary to ensure an ownership experience for the 12C that is as good as the car itself.
Ease of repairability, low-cost of servicing and maintenance, and availability of parts are of paramount importance to this customer relationship and have been key targets since the beginning of the 12C project. McLaren aims to offer segment leading performance here too. The principle being that a high performance sports car should not just be a pleasure to drive, but also to own; a car that is efficient to run and own retains its residual value and ensures its owner becomes a repeat purchaser.
Early planning indicates that 25 per cent of sales will be made in the UK, 25 per cent in the USA and the remainder to the rest of the world, notably Germany and mainland Europe, the Middle East and some Far Eastern countries. Although the McLaren MP4-12C has a comprehensive standard specification, customers for such an exclusive car want to have the ability to specify bespoke items, interiors and special equipment for their own car. McLaren has extensive experience of meeting these needs for McLaren F1 and SLR customers.
For example, the 12C will be available in a broad range of exterior paint colours and interior colours and configurations, while carbon fibre components and lightweight forged wheels will reduce weight yet further.
Mostly unchanged for 2010, the new-in-’09 Yamaha R1 came into our shootout much better prepared and with a rock-solid base set-up this time around. The boys in blue found that our handling problems last year were due in part to an unusual issue within the fork. And with that remedied, the Yamaha produced a much more consistent performance, the same one we were quite fond of at the 2009 Yamaha YZF-R1 First Ride in Australia last year.
Nearly all those who threw a leg over the R1 found its suspension much more compliant than the previous bike. It was balanced, composed and worked in unison throughout the stroke. However, with a fork that would dive quite quickly under braking and a rear shock that transferred a great deal of weight led to mixed feelings about the Yamaha’s suspension. I can tell you without a doubt that the suspension is virtually perfect for street riding, but as a whole the R1 is still on the soft side when subjected to pure racetrack abuse.
“Like the BMW, the Yamaha forks were pretty solid until you put that extra load on them during some of the faster laps,” explains fast club-level racer Frankie Garcia. “The front end would push ever so slightly at a fast pace. Also, when braking into a corner hard the front end would dive a lot.”
Sorensen adds: “Again the rear was set up much more balanced this year. The bike had good attitude as you set it into the corner, tracking bumps well on the gas. But I think overall, I would like a more ridged set-up front and rear to give more feedback – it just transfers a great deal of weight no matter what one does when pushing hard.
Also receiving mixed views was the crossplane crankshaft engine. The smooth power delivery allows easy, graceful drives off the corners, no matter one’s skill level. Not to mention a unique sound that nearly everyone found soothing and easy on the ears. As for the mixed side: There’s a lack of top end. Other than the KTM, the R1 falls off the most up top when it’s being pushed hard. Even so, many rated the bike as being extremely easy to ride and it was mid-pack this year in terms of outright quickest lap times, a big leap forward from last year.
“One word: La-Z-Boy,” Hensley comments “That’s how this thing feels. Like a big, comfortable La-Z-Boy. Believe it or not, that’s a compliment. This is a bike that you know you could ride the hell out of if you chose to and it’s not going to bite you in the ass…It has really friendly power and I like the sound.”
Hutch agrees with Hensley. “I get along well with the R1. It is less intimidating than the GSX-R, Ninja or the BMW and that allows you to focus on riding a bit more and not stressing out so much about getting high-sided.”
Fast-guy Earnest’s impressions somewhat reflected those of the others as well, though he noticed some added seat-of-the-pants power compared to the ’09 bike. “The engine seems faster than last year’s test bike,” he says. “It has the easiest power delivery of the bunch, feeling more like a Twin than an Inline Four. But it just seems to take too long to rev out.”
This slow-building power showed up right away when we got the R1 up on Lee’s Cycle’s dyno, the bike turning the rear wheel to the tune of 150.89 hp and 76.55 lb-ft of torque. While nothing to scoff at, in this field it’s playing at the back of the pack. The performance numbers at El Toro were matching as the R1’s 10.22 ET @ 138.4 mph in the quarter-mile was at the rear of the group.
Some of this comes down to the fact that it’s tough to get a good launch thanks to its somewhat feeble clutch. The light clutch action is nice on the street and track but when it comes to hard drag strip launches it’s very difficult to keep it behaving correctly and as a result it posted the lowest elapsed time and speed through the trap. It’s also worth noting that by the end of our performance testing the clutch cable was adjusted all the way out, a telling sign that the clutch plates were on their final leg.
However back on the track, the Yamaha transmission and clutch scored right in the middle of the pack by our test riders; it held up to the day’s abuse without issue. A couple riders noted a slightly “mushy” feeling, while most of the others were impressed with the ease of lever operation and didn’t have the slightest issue.
“The Yamaha shifts quick and smooth, though I missed a downshift on corner entry, but that could have been my fault,” says Earnest. Sorensen’s comments were along the same line, the champ saying that the “Yamaha used to have a chunkier tranny, but all that is gone. It’s smooth, short-throw shifts; I had no complaints.”
But the brakes were an area where the R1 continued to struggle. While feel and feedback were better than last year, with a less wooden feel to them, the initial bite was lackluster and they had a tendency to fade over the course of long runs. As such, most riders found them to be merely average. And in this cutthroat group, average just doesn’t make the grade. The word “soft” came up often in the rider’s opinions. And out at El Toro its 133-foot braking distance from 60 mph was at the back of this tightly-packed bunch. Though one will note that six of the eight bikes were within 10 feet of each other and it was only 15 feet from first to last.
“Not bad brakes but a bit soft in the lever,” says Neuer of the R1. Hensley’s comments were nearly the exact same thing, adding that “the brakes are soft, kind of like everything else on the Yamaha. As a whole the bike just feels very relaxed.”
A look at the data shows middle-of-the-road acceleration numbers exiting Turn 6 at 0.66g, though coming out of the final, slower corner it struggled, with a best of 0.63g, putting it third from the back. Though despite the “soft” feeling brakes, it still produced some of the best braking g-force numbers going into Turn 14 at -1.21g.
But where the Yamaha shined was its class-leading maximum grip figure in Turn 2, sticking to the pavement at the tune of 1.2g as a result of the balanced set-up and solid chassis. Though it didn’t produce the highest grip in the final set of corners, the 1.3g it was capable of in Turn 15 put it at the pointy end of the field. It may not have been the easiest to get settled into a turn, but once on its side the chassis was a thing a beauty.
“As soon as both wheels were planted it was all good,” Earnest says. “It may have backed in a bit entering the corner, but once leaned over that R1 was very planted.”
It was also respectable down the front straight, reaching a top speed of 150.7 mph, which was right on par with the Kawasaki and the Aprilia, while ahead of the KTM and the Suzuki. All told the Yamaha ticked off a 1:57.55 as a best Superpole lap, landing it just outside mid-pack, though much closer to the competition than last year.
Even after a couple years in production, it’s still impossible not to talk about the sound that the Yamaha makes. More like a V-Twin and a V-Four mix than an Inline Four, there’s no question the R1 makes music to any motorcycle junkie’s ears.
How can you not love the way the Yamaha sounds? “It’s not like anything on this planet and every time it made a pass down the front straight it gave me tingles down my spine. I like the sound when hearing it from the sidelines as well as from the saddle. It’s almost soothing, makes me feel relaxed but fast when riding.”
As a purely track-based test, the stock Yamaha cannot compete for top honors. Its lower horsepower numbers, high curb weight and soft suspension held it back from running at the front both on the racetrack and at the airstrip during performance testing. And when it comes to an overall ranking, that’s the majority of how the track test is evaluated. But that doesn’t mean there isn’t something special about the Yamaha. With its iconic R1 styling and the awesome sound of that unorthodox engine, there’s no question the Tuning Fork superbike exudes character from every last turn of the crossplane crank. We’ve liked this bike immensely since first riding it more than a year ago and nothing about that has changed. It’s just that in the company of this test on the racetrack the points happen to put it at the back of the class. As for on the street, well that’s a totally different story…
The Rocker or the Rocker C is the Custom Chopper created for the person that has cast a glancing view to the custom or chopper motorcycles that have populated the scene a few years back. The problem with some of the past customs or choppers was the price and reliability. Some of the custom designed parts, chopped frames and extended forks gave the creations a terrific profile, but, often times created riding and dependability problems. This is not to say that all customs and choppers had a problem, but there were some with problems and of course resale was always a concern for these special creations.
Now Harley has a factory custom chopper that has a lot of the upgrades without the extremes often associated with some of the creations of the past. Plus, it was engineered and designed for reliability and ride ability that very few people can create without the deep pockets of someone like Harley-Davidson. Now, with the Rocker, you can have your chopper profile, dependability and service ability with a huge selection of off the shelf performance and chrome upgrades.
What makes this a Harley is the Softail frame with a rigid mounted Electronic Sequential Port Fuel Injection 96B twin Cam, 6 Speed power plant. And of course all of the hand controls are the same throughout the line as for brake pedals and hand controls. It has a speedometer, no tach, with the turn signal and neutral indicators in a little display on the fuel tank.
What sets this beast apart from the standard line is the extended front forks and large 240 mm rear tire. The wheelbase of this custom is only about 5 inches longer (69.2 inches) than the standard Softail. Besides the chopper profile, they enhanced the custom look with a rear fender that hugs the oversized rear tire with custom wheels by mounting it to the swing arm and finished it with a nice color keyed frame.
On the Rocker C, if you haven’t noticed, they have what appears to be a solo design. But, should you get lucky, there is a passenger seat that is conveniently hidden under the solo seat. It appears to be a little torture pad. But should you need it, it could be your friend. Just a quick note about the seat; I rode the Rocker with it hidden under the seat and with it in place. Now for vanity reasons, you would want the hard solo look for bar hopping, but should you venture out on the road, with the seat in place, it actually gives a little lower back support for more comfort.
As you can see in the picture there is a stage one upgrade. This included new exhaust pipes and dyno tuned remapping. I recommend this upgrade for all Harleys, with the exception of the V-rod, for performance reasons. Pictured are the Vance and Hines Big Radius 2 into 2 Black pipes that sell for $799.22. This is a great upgrade.
I have ridden choppers in the past and never really like the ride. It was a full time job to manage that 300 rear tire over uneven pavement and speed bumps and the turning radius was poor when you turn around or when maneuvering around in a parking lot. Climbing on the Rocker the first thing that I noticed was the nice low seat. Your feet are flat on the ground and with your legs bent, you have the feeling that you are wearing the bike rather than just sitting in it. After grabbing the slightly curved back handlebars on risers, I noticed that they had internal wiring. That gave it a very nice clean look. But not to be distracted with the great look of this new toy, I wanted to find out if this machine really rides like any of the Harley’s that I have ever been on.
Surprisingly, after getting out of the parking lot, I noticed very little difference from most of the softails that I have been on in the past. The upgraded Vance and Hines pipes sounded great and low end torque increase from the stock Softail was noticeable. The steering was light and easy. It was nothing like some of the choppers from the past.
The Twin Cam B power plant is very smooth, even with setting at idle stopped. After negotiating some nice long curves on the back roads, you notice that you lean a little more then on some of the shorter wheel base machines. Then with a slight twist of the grip, the extra low-end torque really felt good powering out of corners. This is a very easy to ride custom. Just to see if there were any problems with turning, I slowed to a crawl and made a u-turn on a two lane, it was a piece of cake.
After finding an on-ramp to the local freeway, I was able to find the throttle limit and was pleasantly surprised at the power. Straight as a rocket, you could easily find a three digit number by the time you have to merge with traffic. Then of course, you have to grab a little brake to blend into with all of the cages. On the freeway, it rides like a dream. With the sixth gear, you can idle down the road with ease and you always have plenty of power.
I rode this Rocker on curvy roads to interstate riding and, at all times, found that this little Rocker was a champ and a pleasure to ride. It is obviously not a cruiser, nor is it a Buell, but you could spend the day on the bike and feel great at days end. What really sets this ride apart is the styling. Even with the exotic styling, for a Harley, it is a very tame ride when compared to the old style hardtail choppers. It is a ride that you want to be seen on.
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