martinbo
Staff member
A couple of thoughts from my side on the MP4-12C's woes in recent shootouts.
On the Ferrari mid-engined legacy:
First of all, it's natural that there's now a familiarity around the 458 Italia given that it's been around for nearly 2 years already. Because it's familiar, people tend to forget just how special the car actually is, equally, they too overlook the 458's lineage: a dynasty of mid-engined V8 cars 30 years in the making. That's an enormous amount of inertia and experience. I don't care which car maker you are - you're not going to build a 458-beater in your first attempt.
Think of the amazing cars that precede the 458; even the now ageing 360 Challenge Stradale is still an exceptional performer by today's standards. Then consider the 458's own rulebook re-writing attributes: the highest specific power-per-litre and torque-per-litre outputs ever seen from a naturally aspirated production engine; 9000 rpm V8; the first mid-engined, RWD application of a combined dual-clutch and LSD transmission; the most sophisticated integration of engine, transmission and suspension control software yet seen at the time.
Despite being the older car, the Ferrari arguably features the more elegant aerodynamics solution by not having to resort to a movable rear wing yet still making an impressive 140 kg of downforce.
The naturally aspirated V8 engine provides the 458 Italia with a key advantage over its Woking rival; a naturally aspirated engine will always afford the committed driver greater control of the vehicle - that's just the nature of throttle response. The M838T is a stunning achievement for a turbocharged engine - it only weighs 150 kg! - but there's no way it can be expected to match the pinnacle of naturally aspirated engine technology on anything other than stats sheets.
People also tend to disregard the fact that Michael Schumacher had significant input into the development of the 458 Italia's dynamics and there's no question that if ever there was someone who could talk at the required level to engineers - it's Schumacher.
On the extent of MP4-12C's problems:
It's still early days for the McLaren; I'm of the opinion that the MP4-12C doesn't have as big a set of problems as is seemingly apparent from the various pieces of video footage. A great deal of the MP4-12C's dynamic development was done using sophisticated computer modelling and simulation. Not all of the dynamic scenario permutations have been covered in full it seems and the result sees Needell run off the track following a Brake Steer induced tank slapper and Jason he-who-held-the-biggest-FWD-slide-in-BTCC-footage-ever Plato proclaim not being able to recall when last he spun a car.
But I reckon these are just bugs - glitches that need ironing out. Worst comes to worst, McLaren can surely fit a limited slip rear differential to the MP4-12C to give it more on-the-limit controllability. But I don't think it'll come to this - I think the McLaren's mechanical and software engineers will be able to re-program the Brake Steer systems parameters allowing for a more forgiving disposition on or over the limit. Whilst the McLaren does appear in need of a bit of spit-n-polish in the handling stakes - that's about it. Even the Ferrari with its flaming wheel arches wasn't immune to early teething issues.
As McLaren's first foray into the supercar market since the F1 (and into a much higher volume bracket at that), the MP4-12C already represents a monumental achievement - particularly in the ride vs. handling balance department which will surely benefit its on-road usability and appeal. I'm certain that the MP4-12C will commercially rival the 458 Italia in spite of these early PR setbacks, it's just a shame that it will never match the Ferrari in looks. How could it?
On the Ferrari mid-engined legacy:
First of all, it's natural that there's now a familiarity around the 458 Italia given that it's been around for nearly 2 years already. Because it's familiar, people tend to forget just how special the car actually is, equally, they too overlook the 458's lineage: a dynasty of mid-engined V8 cars 30 years in the making. That's an enormous amount of inertia and experience. I don't care which car maker you are - you're not going to build a 458-beater in your first attempt.
Think of the amazing cars that precede the 458; even the now ageing 360 Challenge Stradale is still an exceptional performer by today's standards. Then consider the 458's own rulebook re-writing attributes: the highest specific power-per-litre and torque-per-litre outputs ever seen from a naturally aspirated production engine; 9000 rpm V8; the first mid-engined, RWD application of a combined dual-clutch and LSD transmission; the most sophisticated integration of engine, transmission and suspension control software yet seen at the time.
Despite being the older car, the Ferrari arguably features the more elegant aerodynamics solution by not having to resort to a movable rear wing yet still making an impressive 140 kg of downforce.
The naturally aspirated V8 engine provides the 458 Italia with a key advantage over its Woking rival; a naturally aspirated engine will always afford the committed driver greater control of the vehicle - that's just the nature of throttle response. The M838T is a stunning achievement for a turbocharged engine - it only weighs 150 kg! - but there's no way it can be expected to match the pinnacle of naturally aspirated engine technology on anything other than stats sheets.
People also tend to disregard the fact that Michael Schumacher had significant input into the development of the 458 Italia's dynamics and there's no question that if ever there was someone who could talk at the required level to engineers - it's Schumacher.
On the extent of MP4-12C's problems:
It's still early days for the McLaren; I'm of the opinion that the MP4-12C doesn't have as big a set of problems as is seemingly apparent from the various pieces of video footage. A great deal of the MP4-12C's dynamic development was done using sophisticated computer modelling and simulation. Not all of the dynamic scenario permutations have been covered in full it seems and the result sees Needell run off the track following a Brake Steer induced tank slapper and Jason he-who-held-the-biggest-FWD-slide-in-BTCC-footage-ever Plato proclaim not being able to recall when last he spun a car.
But I reckon these are just bugs - glitches that need ironing out. Worst comes to worst, McLaren can surely fit a limited slip rear differential to the MP4-12C to give it more on-the-limit controllability. But I don't think it'll come to this - I think the McLaren's mechanical and software engineers will be able to re-program the Brake Steer systems parameters allowing for a more forgiving disposition on or over the limit. Whilst the McLaren does appear in need of a bit of spit-n-polish in the handling stakes - that's about it. Even the Ferrari with its flaming wheel arches wasn't immune to early teething issues.
As McLaren's first foray into the supercar market since the F1 (and into a much higher volume bracket at that), the MP4-12C already represents a monumental achievement - particularly in the ride vs. handling balance department which will surely benefit its on-road usability and appeal. I'm certain that the MP4-12C will commercially rival the 458 Italia in spite of these early PR setbacks, it's just a shame that it will never match the Ferrari in looks. How could it?
