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Given the aggression on tap, the ride itself is remarkably supple thanks to McLaren’s innovative chassis set up: even with stiffened suspension and performance-focused Pirelli P Zero tyres, clocking up the kilometres in this two-seater (and we cover several hundred during the course of the day) is no more arduous than in a luxury saloon when in normal suspension setting. Even though I’m sitting low down so as to truly feel like part of the car, the seats are both enveloping and supportive, the intelligent layout of the infotainment system is easy to use and the amount of head and legroom available is more than enough. Even visibility front and rear isn’t an issue, despite the low ride height meaning I err on the side of caution when we hit the occasional speed bump.
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The conclusion to our day takes place at the Ascari Race Resort, a venue I know well after testing the Porsche Panamera GTS there earlier this year. I’m more confident than my first visit, since I now have a general idea which way the track goes, but even if I didn’t, driving the 12C Spider is so (I’ll whisper this) easy to drive, it’s hard to see where I’d run into problems.
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The balance is phenomenal, even more so in the sport and track settings. McLaren has worked round the clock to save weight on its new convertible, and thanks to the cleverly designed MonoCell, the Spider weighs just 40kg (or a small dog) more than the coupe. Consequently, what should be wallowy and recalcitrant – if previous experience with convertible sports cars is anything to go by – is far from it, the Spider remaining poised through a succession of quick left and right corners, be they sharp or sweeping. Almost-perfect heft at the steering wheel and the ability to throw the Spider like a lawn dart means the roadster feels like it’s bolted to the racetrack: not a hint of understeer nor the suggestion of tyre squeal arises.
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A sweeping left which actually turns out to be a sharp right hander catches me out a couple of times, but beautiful feel for the brakes (plus the airbrake if I really have to throw the anchor out) means I’m back on the power early, while good weight distribution means the Spider is not unsettled by the experience. Every so often there are hints that my speed into a corner is a bit ambitious, such as the rear getting slightly light, but this is just a warning shot; there are driver assist systems in place (without overt intrusion) and such a huge amount of grip that I’m never in any real danger of pulling a 180 out of nowhere. Indeed, my own brevity is gone before the Spider has a chance to bin itself.
