It’s interesting to note that with the Spider, there are none of the feared tell-tale signs that you are driving a convertible. So often, removing the roof results in a compromise, a lack of dynamic performance that’s the pay off for the thrill of the wind in your hair. But thanks to the carbon MonoCell at the core of both the MP4-12C and the Spider, there’s no need to spread the car’s inherent rigidity through the roof. Which means that lopping the ceiling off really doesn’t make much difference to proceedings. There’s zero scuttle shake, no noticeable extra flex of the chassis. Extraordinary.
In fact, the Spider offers something extra, something that the hardtop can never compete with. With the roof down, the added sensory stimulation of the V8 soundtrack is wonderfully addictive. The aural element is the key to unlocking the soul of the McLaren and an added dimension of driver involvement and enjoyment. It’s a violent sound, thicker than that of the Ferrari 458, with a typhonic whoosh from the turbos and a rattling chatter on lift off. It sounds so good I find myself rolling on and off the gas deliberately, just to get one more hit. This is an experience that you surely wouldn’t get in the coupe, where the roof and windows block out this symphony of forced induction.
Everything I throw at the McLaren from late braking to tight hairpins is taken on the Spider’s chin, and swatted away with indifference. I start to worry just how far I’d need to push the McLaren before finding the limit: the prospect of being on the wrong side of said limit is frankly terrifying. The winding route up the mountain is completed effortlessly. Whilst normally such a drive would leave one breathless and aching at the shoulders in most other supercars, instead I am refreshed and eager for another hoon straight out of the box. Once again, the McLaren – with a seemingly unending amount of grip and balance – is ready to take its ‘punishment’.
Another five or six runs later and the sun has started to sink below the Hatta horizon. We’re in the mountains, which cast long shadows around us. It’s a location that’s just perfect for our final beauty shots of the day in the fading light. James and I stand, snap and converse about the Spider’s profound capabilities. Meanwhile the McLaren ticks itself cool nearby, almost oblivious to the run its just had and the attention it has received.
My initial trepidation of driving the Spider in the wet has proved unfounded, and not just because it got drier. Despite the monstrous power available, the 12C has an astounding knack for putting the driver at ease, never feeling like it’s about to spit you through a wall. It’s poised, always comfortable and yet incredibly exhilarating, with intoxicating acceleration and driving dynamics that almost defy physics. And in the Spider, that exhilaration is maximised. Removing the roof serves up an incredible layer of aural icing on the dynamic cake that McLaren has expertly baked. And thanks to the foundations of the car, gaining those open-air thrills doesn’t adversely affect performance in any real noticeable way. The roof mechanism adds only 38kg to the overall weight (plus another two from the slightly revised exhaust), and there’s no additional flex from the tub. The 12C was born to be a convertible, and the extra delight served up by the lack of ceiling makes me wonder why anyone would choose the coupe. The Spider, as far as I’m concerned, is the definitive 12C.
| McLaren 12C Spider | |
|---|---|
| Engine: | 3799cc / V8 Twin Turbo |
| Power: | 616bhp @ 7500rpm |
| Torque: | 442lb ft @ 3000-7000rpm |
| Transmission: | Seven-speed / Seamless Shift Gearbox / dual clutch / rear-wheel drive |
| Front suspension: | Double wishbones / coil springs / adaptive dampers / hydraulic roll control |
| Rear suspension: | Double wishbones / coil springs / adaptive dampers / hydraulic roll control |
| Brakes: | Cast iron discs with forged aluminium hubs / 370mm (front) / 350mm (rear) |
| Wheels: | 19-in x 8.5-in J (front) / 20-in x 11-in J (rear) |
| Tyres: | 235/35 R19 front / 305/30 R20 rear / Pirelli P Zero |
| Weight (kerb): | 1376kg |
| Power-to-weight: | 447bhp/ton |
| 0-100kph: | 3.1sec (claimed) |
| Top speed: | 328kph (claimed) |
| Basic price: | $287,000 |
