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  •   Bob BMW reacted to this post about 1 year ago
    Along came three Spiders

    / #2013-McLaren-12C / #2019-McLaren-600LT & / #2019-McLaren-720S-Spider-S / #McLaren-720S-Spider-S / #McLaren-720S / #McLaren / #2019 / #McLaren-600LT / #McLaren-12C

    by Mark Dixon

    Spider or Spyder? Both versions of the word have long been used by the motor industry to describe an open-top roadster: Audi calls its new soft-top R8 a Spyder (as reviewed by Matthew Hayward on) whereas McLaren prefers Spider with an ‘i’. Best guess for the origin of the term is that it was a 19th Century coachbuilder’s coinage for a lightweight, high-wheeled carriage that was thought to have spidery qualities of lightness and agility. Which makes it particularly appropriate to McLaren.

    A recent opportunity to test the new 600LT and 720S Spiders in Arizona also seemed a good excuse to revisit its first attempt at the genre, the 12C Spider that made its debut in late 2012. The example pictured left is a 50th Anniversary limited edition from 2013, which was available in just three colours: black, silver or orange.

    I was lucky enough to attend the original 12C’s launch and, like many hacks back then, I expressed some doubts about the car’s styling. It seemed too supercar-generic, we thought, too lacking in adventure. Well, guess what? We were wrong. Its sultry curves now look better than ever, and its distinctive rear end appears almost understated compared with the aero-dictated complexity of more recent models.

    A Spider version of the 12C was planned right from the start, so the open version involved no structural compromises later. The hinged hardtop is electrically powered and folds away in 17sec; clambering over the high sills is a lot easier with the top stowed, especially if anyone has had the temerity to park too close alongside – those dihedral doors need a lot of space.

    Once you are in, the 12C feels almost old-school in its simplicity, with a pleasingly large central revcounter and a digital read-out for mph. The twin-turbo, 3.8-litre #V8 has never been the most soulful of units – it was arguably the 12C’s greatest weakness against its Italian competition; supercars are about emotion as much as technical ability – but the Spider has a slightly louder exhaust than the Coupé and, of course, having the roof down allows you to savour it a lot more. It sounds gruffer, more bassy than the Coupé’s, and there’s an appealingly anthropomorphic breathiness from the intake system as the turbos spool-up.

    The 12C Coupé set new standards as an all-rounder for its combination of comfort, handling and performance; the Spider offers the same – plus more of the visceral stuff, roof down. With 616bhp propelling a 1475kg kerb-weight, it’s still ballistically fast, but on a more prosaic level there’s also a decent amount of storage space under the front lid. Those doors would drive you mad in urban spaces (or rather, lack of them), but otherwise the 12C Spider makes a surprisingly good fist of being a real-world regular drive. And now we have two further variations on the Spider theme.
    The new 720S and 600LT Spiders are from McLaren’s Sports and Super Series respectively, the latter car being rather more track-focused – henced the ‘LT’ suffix for Long Tail, its rear end extended 47mm over the 570’s for increased downforce. The 720S starts at £237,000 whereas the 600LT’s base price is £201,500.

    The 720S feels closest to its 12C ancestor in spirit, although it has a character all its own. The V8 engine has been upped from 3.8 to 4.0 litres, with 41% new parts content, and it makes a very different sound: there’s a breathy V8 burble as you pull away, which transmutes to a crisp braaaap as you pile the revs on. Even with the roof lowered this is a genuine 200mph car yet, despite the big power and performance increases, McLaren’s relentless pursuit to pare weight means that the 720S Spider weighs about the same as the 12C Spider. It’s also even more livable with, thanks to glazed panels in the rear flying buttresses that make a huge difference to over-the-shoulder vision, although top-down it feels a lot less claustrophobic, as you’d expect. McLaren’s chief test driver, Indy winner Kenny Bräck, told Octane that he would definitely choose a Spider over the Coupé for just this reason and, indeed, the sales split is forecast to be 75:25 in favour of the open car.

    Curiously, while the Spider is claimed to give nothing away in terms of structural stiffness, both this reviewer and our sister mag evo’s tester – driving different cars – noted mild steering column shimmy and windscreen shake on less well-surfaced stretches of the very road pictured left, although it wasn’t dramatic. It clearly doesn’t bother Kenny, anyway.

    But if extracting the last nth of on-the-limit handling ability is vital to you, the 600LT Spider is probably more your bag anyway. McLaren says simply: ‘We asked ourselves, what’s the absolute lightest we can make a roadgoing car?’ And they’ve really pulled out the stops, to the extent that even the windscreen glass is thinner. The correlation of this stripped-out approach is that the 600LT feels conceptually older than the 720S – even its sat-nav looks a bit dated. But it’s more obviously a driver’s car, with a simpler console layout and manually adjustable race seats. Its exhaust note is different again – buzzier than the 720S’s, like an angry wasp – and its V8 is a 3.8, not the 720S’s 4.0-litre.

    The 600LT really comes alive on a circuit, where you can fully appreciate its incredible brakes and neck-snapping acceleration. Selecting ‘Track’ mode and keeping the steering wheel as straight as possible at all times minimises driver-aid interference, so drifting round corners is the fastest way to proceed. As if you needed any excuse…

    Clockwise from left 12C Spider was launched in 2012 but is ageing well; 12C interior is refreshingly uncluttered; new 720S Spider is faster and more powerful, but weighs the same as the 12C.

    From top 720S Spider will pull 200mph with the roof down; 600LT has a slightly smaller engine, a little less power, but has been optimised for the track.
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  •   Mark Dixon reacted to this post about 1 year ago
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  •   Mark Dixon reacted to this post about 1 year ago
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  •   Jay Leno reacted to this post about 1 year ago
    Jay Leno uploaded a new video in McLaren P1

    The greatest thing about our passion is the fact that it’s only about 150 years old. If we were all Bible scholars, instead of petrolheads or gearheads, we’d be spending our days poking around in the searing heat out in the desert somewhere. Instead we get to go to cities like Modena, Stuttgart, Detroit and Paris. Or even Woking.

    / #McLaren-P1 / #McLaren / #2015 / #2015-McLaren-P1

    When I was a teenager my life was muscle cars. I used to feel sorry for people who grew up in the 1920s and ’30s because cars seemed so slow back then. But the more knowledge I gained, the further back I wanted to go. That’s the reason I got interested in steam. I wanted to know what came before the internal combustion engine.

    Steam ran the world from the 1800s until the opening decade of the 20th Century, just as the internal combustion engine ruled the world from the 20th Century to the dawn of the new millennium. Sure, the internal- combustion engine is still around, but the writing is on the wall. A child born this year will most likely not ride in an internal-combustion vehicle as an adult, just like most kids in America today have never been in a manual-shift car.

    I now realise that every decade had its supercars. In 1906 Fred Marriott, driving a Stanley Steamer, set a world land speed record of 127.6mph on the beach at Daytona, Florida, that record stood for 103 years as a steam car’s peak speed achievement until it was broken by a British three-ton, two-stage turbine-driven steam car which only went a hair over 20mph faster - over 100 years later.

    Another early supercar I lusted after, and was fortunate enough to acquire, was the 1918 Pierce Arrow Model 66. The Pierce 66, as it was popularly called, still holds the distinction for being the largest production engine ever put in a car. It has six cylinders with a total displacement of 825 cubic inches, that’s 14 litres.

    The pistons are the size of paint cans and the engine has three spark plugs per cylinder. It needs three spark plugs because the combustion chambers are so huge, the bore is 5in, the stroke is 7in and the wheelbase is 147.5in. Horsepower is rated conservatively at 125. This car is a torque monster. One time when I was pulling away from a traffic light I thought to myself, it feels a bit sluggish, then I realised I was in fourth gear.

    The twilight of the 1920s brought what has to be the greatest American classic of all time, the Duesenberg Model J. A straight-eight, twin-cam, 7-litre masterpiece, with four valves per cylinder and 265bhp. Or 320bhp when fitted with the optional supercharger, this was at a time when 100bhp was considered exceptional. It was also the first American car to be fitted with four-wheel hydraulic brakes. Between the braking, the horsepower and the handling, it’s one of the few cars of the 1920s that you could actually drive today in modern traffic with no problem at all. Assuming, of course, you have massive biceps and a strong left leg.

    Another thing you learn when you study automotive history is that there is really nothing new under the sun. Four-valve heads, twin cams, hemispherical combustion chambers, even hybrid cars are nothing new. All these things existed before the First World War. One of Ferdinand Porsche’s first cars was a hybrid: the 1899 Lohner Porsche, which was front-wheel drive and had its electric motors in the front hub. And since battery technology was still in its infancy, he had two small gasoline engines directly powered to a generator, providing the electricity to the front wheels. Sounds like the future, doesn’t it?

    When I was a teenager, the King of the Hill was the Chrysler Hemi - a massive V8 with two four-barrel carburettors and an unheard-of 425bhp. It really ticked all the boxes, the one I have is in a 1970 Dodge Challenger with a four-speed transmission and the hilarious pistol-grip shifter. It’s painted Hemi orange with a black vinyl roof and matt accents on the hood. It handles like a bowling ball on a waterbed but that doesn’t matter because it goes like stink in a straight line. Or it seemed like it did, back in the day, when 0-60 in 6.3sec was as good as it got. And 13.1sec quarter-mile times were all it took to beat everything else out there, all the while getting nine miles to the gallon. On a good day.

    Unfortunately, today driving a ’70s muscle car is like walking around with a rolled-up sock in your pants. It looks impressive until a kid in a hot hatchback blows your doors off while still getting 30 miles to the gallon.

    In this era of McLaren-P1s, Corvette ZR1 s, Bugattis and Koenigseggs, there are probably kids now looking back at my era and feeling sorry for me. Why? Because cars were so much slower then.

    ‘A CHILD BORN THIS YEAR WILL MOST LIKELY NOT RIDE IN AN INTERNAL- COMBUSTION CAR AS AN ADULT'
    2015 McLaren P1 - Jay Leno's Garage
    2015 McLaren P1. McLaren CEO Mike Flewitt visits the garage to walk Jay through his new P1, one of only 375 made, and the first on American soil.
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  •   Jay Leno reacted to this post about 1 year ago
    McLaren P1. Our hypercar has been remarkably problem-free, despite its complexity.

    I’ve just dropped the P1 off for its first annual service. This is the third time it has been back to the McLaren service centre since I took delivery, the first time being for an indicator that came loose, the second for a manufacturer’s recall to replace the front bonnet latch. Because the car had its brain updated immediately prior to delivery there have not been any further software updates, and for a car of this complexity the fact that the only two issues to emerge in year one were both minor and mechanical is hugely impressive. Indeed, my experience with the P1 has reinforced my personal policy of asking for late build-slots on limited-edition cars.

    While I’ve yet to put any big miles on the car, through a number of regular shorter drives I am getting much more comfortable behind the wheel. While the #McLaren DNA is patent in the P1, once you begin to push it the car is clearly the wild child in the family. Both the 12C and 650S are much more linear and progressive. Put your foot down in a 650S and it will fly, but it all happens with a much smoother progression. Do the same in a P1 and you seem to jump from one- to five- to ten-tenths. The P1 seems to defy physics and compress time. Luckily the low, short bonnet coupled with the large windscreen make placing the car on the road very easy.

    While traction is immense, on a concrete road with any moisture it disappears quickly if you are not careful with your right foot. Years with an F40 have taught me to be quite sensitive about twitchy back ends, and on two occasions now this experience has come in handy. So where in the 650S I usually put the traction and gearbox settings into Sport, which allows for some fun, in the P1 the calibration of the systems means that, on the road at least, both are left safely in Normal. With no known issues for the P1, the service should be fairly straightforward. Looking at the work order, the majority of the cost is labour, as they go through each of the car’s systems in detail as well as changing all the fluids. Can’t wait for the car to be back.

    Below: on dry surfaces traction is supreme, but on even slightly damp roads the P1’s 903bhp and monumental torque make it a tricky beast.

    Car #McLaren-P1 / #McLaren / #2015-McLaren-P1 /
    Date acquired July #2015
    Total mileage 505
    Mileage this month 35
    Costs this month $2358 service
    Mpg this month 16

    ‘While the McLaren DNA is patent in the P1, the car is clearly the wild child in the family’
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  • Steve Sutcliffe updated the cover photo for McLaren 570
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