Mercedes-Benz B-Class, 2012

 

 

 

 

 

 

 

•  Mercedes-Benz B-Class, 2012

Substantially more agile and efficient, but as comfortable and spacious as ever - the new Mercedes-Benz B-Class is a winner on all fronts. The vehicle's lower height and more upright seat position provide for a first impression that hints at the compact sports tourer's dynamic credentials.

With a new four-cylinder petrol engine featuring direct injection and turbocharging, a new diesel engine, a new dual clutch transmission, a new manual transmission and new assistance systems, the front-wheel-drive car also rings in a new technological era for compact cars from Mercedes-Benz. "No model change in the history of Mercedes-Benz has ever seen so many new developments introduced in one fell swoop," stresses Dr. Thomas Weber, Member of the Board of Management responsible for Group Research and Head of Development, Mercedes-Benz Cars. "Future B-Class customers will benefit from this quantum leap in terms of exemplary low fuel consumption and CO2 emissions combined with driving pleasure, plenty of space and the highest standard of safety that has ever been available in this class."

The world premiere of the new B-Class (length/width/height: 4359/1786/1557 millimetres) took place at the 2011 Frankfurt International Motor Show. It will be making its way to European dealers in November 2011.

The exterior design: perfect space in a most attractive guise
The new B-Class is a typical Mercedes sports tourer, offering plenty of space combined with impressive dynamic performance as a hatchback saloon. The characteristic lines of the exterior design indicate both of these attributes: front and rear sport a width-emphasizing design, with a wide, prominent grille and headlamps extending along the sides at the front while the rear end features a wide rear window, two-piece tail lights with horizontally offset meander and a large tailgate with low loading sill.

The new sportiness and the outstanding aerodynamics are particularly evident in the side line: the bonnet flows seamlessly into the A-pillar and the roof line descends sleekly to the striking roof spoiler. The roof features a swage line which lends the vehicle a longer appearance. The pronounced wheel arches offset by dynamic feature lines under the beltline are a sporty interpretation of the current design line from Mercedes-Benz. The bottom edge of the body features dynamic side skirts which add a light touch to the vehicle's appearance. Refined details such as the exquisitely designed headlamps with the new spotlight element confirm the brand's unmistakable premium credentials which shine through in the compact segment, too.

Outstanding aerodynamics: astounding cd value despite station wagon rear end
An outstanding drag coefficient of cd = 0.26 places the new Mercedes-Benz B-Class at the forefront of its market segment. Apart from the aerodynamic exterior design, numerous optimisation measures on points of detail such as the air flow around the front wheels, the underbody design and the cooling air flow are also crucial contributory factors to this excellent aerodynamic performance. Patents are pending for innovative details such as the serrated wheel arch spoiler. With the optional ECO Technology package which will be available in due course, the Mercedes-Benz B-Class is even on a par with the world-class aerodynamic credentials of the E-Class Coupé, attaining a drag coefficient of cd = 0.24 which is nothing short of sensational for a vehicle with a station wagon rear end.

New concept: lower overall height but more space inside
The new vehicle concept underscores the dynamic aspirations of the new Mercedes-Benz B-Class. The most striking aspect is the reduced height: at 1557 millimetres, the new model crouches almost five centimetres lower on the road than its predecessor. The seat height in relation to the road has also been reduced (minus 86 mm) in order to facilitate boarding, while maintaining a clear overview of the vehicle's contours.

In response to requests from many customers, the sitting position is more upright, however. At the same time, the headroom has been further improved. With maximum headroom of 1047 mm at the front (without sliding roof), the B-Class is among the most spacious cars in its segment in this discipline, too. The ergonomically expedient more upright sitting position in combination with a lowering of the vehicle's floor at the rear leads to a segment-leading degree of legroom (976 mm) which even surpasses that of the S- and E-Class.

The Mercedes-Benz B-Class is optionally available with the so-called EASY-VARIO-PLUS system. This enables simple reorganisation of the interior so as to enable the transportation of bulky items. Features of the EASY-VARIO-PLUS system include fore/aft adjustment of the rear seats by up to 140 millimetres (thereby increasing the luggage compartment volume from 488 to 666 litres) and a front passenger seat whose backrest can be folded forward onto the seat cushion.

The interior design: superior quality in a new dimension
High-quality materials and finely structured surfaces, stylish details, precision workmanship and a new spaciousness - the interior of the B-Class defines a whole new benchmark in the compact segment.

Many features have been the reserve of higher classes of vehicle to date and embody Mercedes-Benz's special definition of quality and aesthetics. The dashboard is optionally available in ARTICO man-made leather finish and features stitching, for example. Four equipment packages (Chrome, Sports, Exclusive and Night package) enable individualisation according to personal tastes.

In the interior, the large, three-dimensional trim covering the entire dashboard first strikes the eye. It is available in four variants, covering a broad spectrum from modern through sporty to classic. Common to all versions is a high-class appeal combining an attractive look and feel with easy care and durability.

The three large round vents in the middle and their uniquely designed cruciform nozzles add a sporty attribute to the interior's emotional design idiom. The display, which is available in two sizes (5.8- and 7-inch) appears to hover over the vents. With its stylish design - the trim frame with galvanised finish contrasting with the piano black of the front panel - and slender lines, the colour display (TFT) is a highly attractive feature in the cockpit.

The 3-spoke steering wheel, which always incorporates a silver chrome insert in the middle spoke, the instrument cluster with four analogue round dials and suspended pointers in 6 o'clock position and the seats with contrasting stitching underscore the sporty character.

The drive: designed for maximum efficiency
The new Mercedes-Benz B-Class features new petrol and diesel engines as well as new manual and automatic transmissions. All transmissions and engines have been developed in-house, with production taking place at the plants in Stuttgart-Untertürkheim and -Hedelfingen, Rastatt/Baden, Gaggenau/Baden and Kölleda/Thuringia. The simultaneous development process enabled perfect coordination of engines and transmissions, e.g. with regard to implementation of the ECO start/stop function which features as standard on all B-Class models.

Common features of the new drive systems are the use of state-of-the-art technologies for maximum efficiency, very smooth running, high tractive power right from low revs, sustainability in terms of impending emissions standards and low weight. For the purposes of transverse installation the engines, all of which are turbocharged, and the two transmissions are very compactly designed, providing the Mercedes-Benz B-Class with an exemplary small turning circle for a front-wheel drive vehicle of eleven metres. The engine and transmission suspension disposes of a four-point mounting system comprising engine mount, transmission mount and two self-aligning supports. This

suspension system has been designed specifically to meet the requirements of the high-torque engines with regard to minimum noise levels. The hydraulic damping integrated in the transmission mount is a key contributory factor to the exceptionally high ride comfort.

The new four-cylinder petrol engines (internal designation M270) mark the launch of a completely new engine series. The combustion process is based on the third-generation Mercedes-Benz direct injection system which was introduced last year with the BlueDIRECT V6 and V8 engines. Its use in the B-Class marks this technology's debut in the compact segment. The new four-cylinder engines have been designed for both transverse and longitudinal installation. In the new B-Class they are initially available with a displacement of 1.6 litres, as the B 180 rated at 90 kW (122 hp) and the B 200 with an output of 115 kW (156 hp). Their maximum torque of 200 and 250 Nm respectively is available from an engine speed of 1250 rpm.

The new four-cylinder diesel engine is a further development of the OM651 deployed in the C- to the S-Class, a common rail direct-injection engine of the third generation. With its displacement scaled down to 1.8 litres and numerous optimised points of detail, this is the first time that the compression-ignition engine has been mounted transversely in a Mercedes-Benz car. The B 180 CDI generates 80 kW (109 hp) of power, while the B 200 CDI has an output of 100 kW (136 hp). The maximum torque stands at 250 Nm from 1400 rpm for the 80 kW variant and 300 Nm from 1600 rpm for the 100 kW variant.

Another Mercedes-Benz premiere is the new 7G-DCT dual clutch transmission in the Mercedes-Benz B-Class. This transmission is extremely compact, extremely variable with regard to adaptation of the engine speed thanks to seven gears, features an electric oil pump for start/stop capability, shifts gear without any interruptions in tractive power and combines the comfort of an automatic with the efficiency of a manual transmission.

The new 6-speed manual transmission designed along similarly compact lines as a three-shaft transmission is a close relative of the DCT. Extremely easy gear shifting, low shift forces, low internal friction and a low weight are among its most important characteristics.

The chassis and suspension: refined sportiness now for the sports tourer, too
"Fascinatingly agile" is the assessment of all test drivers who have put the new B-Class through its paces to date. Three factors are instrumental to the substantially enhanced dynamic performance in comparison to its predecessor, which does not come at the cost of any compromises on comfort: the lowered centre of gravity, the new four-link rear axle and the upgraded ESP® Electronic Stability Programme. A sports suspension is optionally available for further enhanced agility. The centre of gravity has been lowered by a further 20 mm and the suspension additionally features sports dampers with amplitude-selective damping and a Direct-Steer system to emphasize the car's sporty character.

Steering: mechanical with electric assistance
The electromechanical steering of the B-Class has been redesigned. The electric motor of the servo assistance system is now located directly on the steering gear as a dual pinion EPS system, thereby optimising the package as a whole. A Direct-Steer system is available in combination with the sports package. The steering ratio becomes noticeably more direct at greater steering angles, enhancing the vehicle's handling and agility substantially.

The electromechanical steering system makes an important contribution to the vehicle's overall efficiency, as the steering assist function only requires energy when steering actually takes place.

New assistance and braking system reduces the risk of rear-end collisions
As a world first in the compact segment, the Mercedes-Benz B-Class features a radar-based collision warning system with adaptive Brake Assist as standard, which lowers the risk of rear-end collisions. The COLLISION PREVENTION ASSIST system outputs a visual and acoustic warning to alert a possibly distracted driver to identified obstacles, and prepares Brake Assist for the most precise possible braking response. This is initiated as soon as the driver emphatically operates the brake pedal.

In contrast to systems currently on the market in the compact class, the new COLLISION PREVENTION ASSIST brake assist feature is not merely a system intended to minimise minor damage in urban traffic. Rather, this innovative solution is aimed at protecting motorists from typical rear-end collisions in dangerous traffic situations. Mercedes-Benz expects the new safety system to have a significant positive effect on accident statistics.

The democratisation of safety also encompasses an array of other assistance systems which have been adopted into the B-Class from the larger model series:
    Adaptive Headlamp Assist
    Blind Spot Assist and Lane Keeping Assist
    ATTENTION ASSIST (standard)
    Speed Limit Assist (speed limit sign recognition)
    Active Parking Assist
    Brake HOLD function (standard with 7G-DCT)
    Hill Hold function
    LINGUATRONIC
    Reversing camera
    DISTRONIC PLUS

Premiere in the compact class: PRE-SAFE® available for the first time
The PRE-SAFE®preventive occupant protection system which features in the B-Class is available for the first time in this vehicle category. This represents a further step in the ongoing democratisation of this innovation, which was premiered in the S-Class in 2002. Core features of PRE-SAFE®are reversible belt tensioning, the closing of side windows and sliding sunroof in case of critical lateral dynamics and adjustment of the fully electric front passenger seat with memory function to an ideal position for maximum effectiveness of the restraint systems. PRE-SAFE®is always activated in response to critical longitudinal and lateral dynamics and may also be triggered upon intervention by certain assistance functions.

The scope of restraint facilities takes special account of the Mercedes-Benz B-Class' use as a family car. Great importance has been attached to the safety of the rear occupants. Belt tensioners, belt-force limiters and belt height adjusters come as standard on the outer seats. Rear sidebags are optionally available. Integrated child seats and automatic child seat recognition are available as in the predecessor. Driver and co-driver are provided with new pelvis bags which are able to cover the pelvis and the entire upper part of the body. For head protection, a windowbag is fitted as standard.

COMAND Online multimedia system with internet access
Internet access, the convenient LINGUATRONIC voice control system, two navigation solutions tailored to different budgets, connection for mobile audio devices and an intuitive operating concept - the information and communication systems in the B-Class offers excellent user-friendliness and a superior level of functionality which has been the reserve of higher categories of vehicle to date. It is the new multimedia generation from Mercedes-Benz which delivers these standards. The operating concept featuring the turn/push control in front of the armrest and the control knob on the head unit is also familiar from other Mercedes model series.

The COMAND Online multimedia system offers internet access. Customers can either surf the web as they wish while the car is stationary or call up a Mercedes-Benz app whose particularly fast page loading and simple operation make it suitable for use while driving. Integrated apps include Google™ Local Search and Weather, and the facility for downloading a route which has previously been configured on a PC using Google Maps and transmitted to the car.

All set for the future: modular "Energy Space" concept
The modular "Energy Space" concept means that the new Mercedes-Benz B-Class is already designed to accommodate versions with an alternative drive: appropriate interfaces in the body shell enable the main floor panel to be modified and a step to be produced for the versions with alternative drive. An underfloor compartment covering part of the area under the rear bench seat offers space for alternative energy accumulators.

McLaren MP4-12C Spider, 2013

 

 

 

 

 

 

 

 

• McLaren MP4-12C Spider, 2013

The new McLaren MP4-12C Spider, unveiled at the 2012 Pebble Beach weekend in California, is the second vehicle in the growing range of high performance sports cars from McLaren Automotive. This lightweight, mid-engine open-top sports car combines the astonishing performance of the 12C with the increased exhilaration of roof-down motoring. Unlike most other spiders or convertibles, the 12C Spider offers the same performance, handling and driver enjoyment as the fixed-roof coupé version.

The 12C Spider uses the industry-leading carbon fibre MonoCell as the 12C, which needs no extra strengthening to provide the necessary rigidity and strength for an open roof car. In conventional steel or aluminium chassis cars, extra strengthening - and associated weight increase - is normal during the conversion from fixed-head coupé to open-roof convertible. This can compromise performance, handling and driving enjoyment.

The composure of a sports car, the fun of a convertible
'In the new 12C Spider you get the best of both worlds,' says McLaren Automotive Managing Director Antony Sheriff. 'You get all the performance and driving integrity of the 12C, plus the thrill of open-roof motoring.

The new 12C Spider is mechanically identical to the 12C. It uses the upgraded 625PS engine, which is part of the 12C Model Year 2013 upgrade. Acceleration - 0-62mph (100 km/h) - takes just 3.1 seconds (when fitted with Pirelli P Zero Corsa tyres), the same as the coupé. Fuel consumption and emissions also remain the same, returning 24.2 mpg (11.7 l/100km) on the combined cycle and 279g/km. The figures are much better than most high performance convertible sports cars, in keeping with McLaren's commitment to class-leading fuel efficiency. Maximum speed is 204 mph (329 km/h).

The Retractable Hard Top (RHT) on the 12C Spider is a fully automatic two-piece design which can be raised or lowered in less than 17 seconds at speeds of up to 30 km/h (19 mph). When lowered, the roof stows beneath a body coloured hard tonneau cover which incorporates twin buttresses. With the roof raised, the area beneath the tonneau cover can be used as additional luggage space.

The 12C Spider features a heated glass rear window, which can be operated independently of the roof. With the roof down, the rear window moves automatically to an 'aero' position to minimise buffeting. Additionally, with the roof up, the window can be lowered to give direct access to the sound of the twin-turbo 3.8-litre V8 engine mounted directly behind the cabin.

A roll over protection system includes a steel structure within each of the rear buttresses to absorb any impact and protect occupants. An 'active' pop-up system was ruled out as it would have added weight.

The detail changes of the 12C Spider extend to both the audio and climate control systems. Audio output changes when the roof is open - to compensate for extra external noise - while the climate control adapts when the roof is lowered.

12C programme included Spider from the outset
'The 12C Spider is not a converted version of the 12C,' notes Sheriff. 'Importantly, the two were conceived and developed at the same time, and alongside each other. The 12C programme included a coupé and convertible from the outset. The carbon fibre MonoCell chassis and all other mechanical components were designed to produce maximum performance in both configurations.

'The 12C Spider fully subscribes to the McLaren overriding principle, that every single component should be 'Pure McLaren'. Each constituent part was conceived, designed and produced to McLaren specification - nothing is shared from other manufacturers. The goal is to maximise driving enjoyment, performance and efficiency. Just as important, we always seek to innovate. By producing the 12C Spider with all the performance, handling and ride quality of the 12C, we have done just that.'

12C SPIDER: THE DETAILS
As with the 12C, everything on the 12C Spider was designed for a reason. There is no unnecessary 'jewellery', no styling fripperies. It is a 'pure' sports car, designed to deliver maximum driving appeal and performance, with unmatched efficiency.

'As with all McLarens, the 12C Spider is a racing car at heart,' notes Design Director Frank Stephenson. 'That is not true of many - if any - other high performance convertibles.

'It has the same timeless elegant style that distinguishes the 12C but with the added romance of open-top driving,' adds Stephenson. 'We have tried very hard to preserve the same design purity. With the roof in place, it looks like a coupé sports car that could just as easily be at Le Mans, as in London or Los Angeles. With the roof down, it looks like it belongs on Sunset Boulevard or the Cote d'Azur.'

Retractable Hard Top (RHT)
The Retractable Hard Top (RHT) has been designed specifically for the 12C Spider. Low weight, combined with high strength, was of paramount importance - as with all areas of the 12C.

The two roof panels and tonneau are made from the same composite material used in the construction of the 12C body. This is light, strong and allows for a very high standard of paint finish. Heated rear glass completes the roof construction.

The fully automatic mechanism raises or lowers the roof in less than 17 seconds, and can be activated at speeds up to 30 km/h (19 mph). It is controlled by a two-position switch on the centre panel within the cabin.

At the end of the roof lowering cycle, the windows fully close, and the rear glass adopts an 'aero' position that also reduces cabin wind buffeting. Continuing to hold the switch after the cycle is complete fully lowers the windows and rear cabin glass.
The RHT is operated by a single hydraulic pump. It is mounted as low as possible in the vehicle to optimise the centre of gravity, and improve handling.

Dual-purpose tonneau cover
When lowered, the roof stows beneath a body coloured hard tonneau cover which incorporates twin buttresses. With the roof raised, the area beneath the tonneau cover can be used as additional luggage space. This can accommodate 52 litres of luggage in two specially designed bags, supplied as standard. This is in addition to the 144 litres of luggage space provided under the bonnet.

Retractable rear glass provides increased audible drama
The rear glass can also be operated independently of the RHT. Roof up, the rear glass can be lowered to allow more engine sound into the cabin and also allows for a semi-open driving experience even in inclement weather. Roof down, the screen acts as a wind deflector, minimising disturbance in the cabin.

Roll over protection system
A roll over protection system ensures maximum occupant safety. Each rear buttress contains a steel structure to absorb the impact energy and protect both driver and passenger. An 'active' pop-up system would have added unnecessary weight.

Carbon fibre MonoCell ideally suited for convertible use
As with the mechanically identical 12C, the 12C Spider is a mid-engine two-seat rear-drive high performance sports car. Unlike rivals, it uses a carbon fibre monocoque chassis, the MonoCell. This confers major advantages in weight, strength and torsional rigidity - all improving handling, ride comfort and performance.

The MonoCell is a unique one-piece moulded chassis that weighs just 75kgs (165lbs). It is 25 per cent stiffer than an equivalent all-metal structure and 25 per cent lighter than a comparable aluminium chassis (the difference with a steel chassis is even greater). It is also stronger and safer in a crash, acting as a safety survival cell, as it does in a Formula 1 car.

'It provides the perfect combination of occupant space, structural integrity and light weight,' explains Chief Engineer Neil Patterson. 'It is the ideal chassis to deliver groundbreaking efficiency and performance in the sports car market.'

The MonoCell is unchanged from 12C to 12C Spider, as it was originally designed for both applications. 'This is highly unusual,' notes Patterson. 'Most convertibles require a strengthened chassis to reduce flex, thus adding weight - while still not achieving the structural integrity of a coupé. This flex can compromise handling precision and reduce ride comfort; while the added weight affects performance.'

The carbon fibre MonoCell not only gives advantages in strength and weight, it also improves packaging. The one-piece moulded design has been created to provide the perfect cabin - roomy, yet compact. 'We started with the driver,' says Design Director Frank Stephenson. 'With the 12C and 12C Spider, the driver sits close to the centre line of the car, improving control and driver enjoyment. The pedals are positioned inboard, reducing wheel well intrusion. The result is the perfect driving environment- unique and uncompromised.'

The steering column is centred on the driver, and is parallel to his seat and shoulders. The brake and throttle pedals are both placed directly in line with the driver and all primary controls are within reach. The overall cabin architecture is both elegant in its design and uncluttered and intuitive to use.

As with the 12C, the 12C Spider has class-leading all-round visibility. 'Enormous emphasis was put on ensuring excellent visibility, both for safety and driving precision,' adds Stephenson.

McLaren: The carbon innovators
The carbon fibre MonoCell of the 12C and 12C Spider follows more than three decades of McLaren carbon innovation. In 1981, McLaren Racing introduced the carbon monocoque to Formula 1™. It offered an unbeatable combination of strength and weight-saving, and soon recorded the first victory for a carbon-based F1 car, at the British GP, driven by John Watson.

The legendary McLaren F1 road car, launched in 1992, was the first road car to use a carbon chassis and body. In fact, since 1981 McLaren has never built a car without a carbon chassis.

On the 12C and 12C Spider, aluminium extrusions and castings are jig welded onto front and rear structures and bolted directly to the MonoCell. Along with the carbon MonoCell, they carry the lightweight composite body panels. Apart from the roof, and the engine cover, body panels are identical to the 12C. A redesigned glass engine cover maintains an unobstructed view of the handsome twin turbo V8 engine.

'The front and rear aluminium structures are easy to repair,' adds Patterson. 'They absorb impacts and can be replaced easily. Cars with full aluminium chassis use their structure to absorb and crumple on impact, causing more damage and expense to the whole structure, including the passenger cell.'

Unique Airbrake provides active aerodynamics
As with the 12C, the 12C Spider is fitted with the unique McLaren Airbrake - an 'active' rear wing that increases its angle to boost downforce and improve stopping power and stability through corners. 'As with every other aspect of the car, we have "added lightness",' notes McLaren Automotive Chief Test Driver, Chris Goodwin. 'Under heavy braking above 95 km/h, a piston operated by the transmission hydraulics raises the Airbrake to 32 degrees. Once this wing angle is set, and the Airbrake is pushed into the airflow, the centre of aerodynamic pressure forces the bottom of the wing up to 69 degrees. With the use of clever aerodynamics, rather than a bigger, heavier motor, the wing is deployed to its full and maximum angle. This weight-saving thinking has reduced the weight of the mechanism by 50 per cent.'

The 'active' aerodynamics of the McLaren Airbrake is another Formula 1™-derived innovation - although now banned, as it conferred a substantial performance advantage.

The total weight of the new 12C Spider is 1,474 kg, an increase of only 40 kg on the 12C, less than any other car in the class. The increase is because of the added weight of the Retractable Hard Top and other small changes, including a slightly heavier (by 2 kg) exhaust system. Overall, the 12C Spider is substantially lighter than most comparable convertibles, as well as being stronger and stiffer.

ENGINE AND TRANSMISSION
The light weight philosophy does not begin and end with the body and chassis of the 12C Spider. A light structure enables the designers to save weight through the whole design process. This includes the unique 3.8-litre twin turbo V8 engine, which weighs just 199 kg (439lbs).

Designed by McLaren Automotive, the British-made M838T engine features dry sump lubrication and a flat plane crankshaft, both of which have helped engineers place the engine extremely low in the chassis, lowering the centre of gravity and optimising handling and agility.

'The engine in the 12C and 12C Spider offers low weight, low-rev tractability, potent mid-range performance and extensive high-rev reach,' says Richard Farquhar, Function Group Manager for Powertrain. 'It also has a level of refinement and efficiency you wouldn't normally expect from a V8.'

Power boost for 2013
The McLaren MP4-12C Spider, along with the Model Year 2013 12C, gets the latest and more powerful 625PS (616hp) version of the engine, to give even more vivid acceleration with no loss of efficiency. Fuel economy has not been affected: it is still 24.2 mpg (combined) with emissions of just 279 g/km - excellent figures for so powerful a vehicle.

Revisions have also been made to the innovative Intake Sound Generator (ISG). This system works by controlling engine intake noise within the cabin at differing levels, depending on the Powertrain mode selected for the car. Moving up through Normal, Sport and Track Powertrain modes enhances the aural drama and driving experience of the 12C, allowing more of the natural sound of the V8 engine noise to enter the cabin. This allows the 12C Spider to be dramatic and exciting when required, but then also quieter for long distance journeys. With the 2013 specification 12C and 12C Spider, the driver can select the level of engine noise delivered in each mode through an electronic menu, accessible via the instrument cluster.

The exhaust system is the only part of the engine that has been changed for the 12C Spider. To ensure the audible experience is optimised for open-top driving, the exhaust has been developed to suit the harmonics of the 12C Spider body shape. An optional sports exhaust system is available, which is both lighter and louder than the standard equipment.

The seven-speed dual clutch 'SSG' transmission used in the 12C Spider is unchanged from that used in the 12C. It utilizes the Model Year 2013 upgrades, including crisper throttle response and improved clutch control. Gear changes are now faster and smoother. Like the 12C, it is available in Normal, Sport and Track gearshift modes providing progressively faster shifts, and differing shift points when in automatic mode. These modes are selected using the 'Powertrain' dial on the Active Dynamics Panel.

SUSPENSION
The goal with the 12C and 12C Spider was to offer executive car-like ride quality and sharp, agile handling. This is a combination of abilities that has never been seen on high-performance convertibles before.

Convertibles - especially fast convertibles - tend to have compromised ride and handling and often use different suspension settings than their fixed-head counterparts. The 12C Spider is a revelation. The exceptional strength and rigidity provided by the carbon fibre MonoCell means that the 12C Spider is able to retain exactly the same suspension components and settings as the groundbreaking 12C.

ProActive Chassis Control makes anti-roll bars redundant
The 12C Spider uses the same ProActive Chassis Control that proved such a revelation with the 12C. The suspension is based on double wishbones with coil springs, like a Formula 1 car. Innovative adaptive dampers, interconnected hydraulically and linked to a gas-filled accumulator, provide pro-active responses, depending on road conditions and driver preferences. Normal, Sport and Track settings are available which operate independently of the transmission settings.

One of the advantages of ProActive Chassis Control is that it makes traditional metal anti-roll bars unnecessary. Notes Paul Burnham, McLaren Automotive Vehicle Dynamics Manager: 'An anti-roll bar is a popular and simple solution to reducing a car's roll. But the problem is that its stiffness is always there, reducing ride suppleness and comfort. The ProActive Chassis Control system, with its interconnected adaptive dampers, takes care of body roll without the need to use separate metal anti-roll bars. It is a large factor in our goal to offer the best high performance sports car handling and yet also offer executive car ride suppleness.'

Electronic sensors monitor the movement of the body and the wheels, increasing the levels of damping as and when required.

Brake Steer is another important technology that helps to boost the agility of the 12C Spider. It is yet another Formula 1™ technology that McLaren uses on the 12C. However, unlike many of those technologies, Brake Steer is now banned in Formula 1™ because it offered a clear performance advantage. This was shown by the successful implementation in 1997 on McLaren's 1997 Formula 1™ car.

The Brake Steer system offers the same benefits as a 'torque vectoring' differential, but is up to 20 kg lighter - part of the 'weight down' philosophy used on the 12C and 12C Spider. The system uses the hardware of the 12C's existing Electronic Stability Control (ESC) to apply braking forces to the inside rear wheel, improving turn-in to corners, boosting cornering speed, agility and driver confidence.

Standard brakes - forged aluminium bell and cast iron ventilated and cross-drilled discs - are optimised for weight, saving around 8 kg from standard cast iron. Optional Ceramic Composite Matrix (CCM) brake discs are also available saving a further 3.7 kg.

INTERIOR
The McLaren MP4-12C Spider cabin design is identical to the 12C, offering a range of material and colour options allowing customers a great degree of freedom to personalise their car. This includes the, new for Model Year 2013, Semi-Aniline leather sport interior, which features a more naturally textured finish. The interior of the RHT roof panels are lined either in Carbon Black Fabric or optional Carbon Black Alcantara.

Audio and climate systems specially calibrated for the 12C Spider
Typical of McLaren attention to detail, the climate control and audio systems have been totally recalibrated, to compensate for top-down driving.

The audio system, developed specifically for the 12C Spider by Meridian, the bespoke British hi-fi specialists, optimises the music output depending whether the car is running with the top up or down. Meridian was involved in the audio system's development from the very outset of the car's design, to optimise audio quality.

The Automatic Volume Control (AVC) and Automatic Tone Control (ATC) are both recalibrated for the 12C Spider. Individual speakers are automatically adjusted to take into account increases in external sound.

The climate control system is also recalibrated to automatically adjust when the roof is lowered. Airflow to the windscreen is reduced and, instead, redirected to the lower cabin vents. Fan speed also responds to vehicle speed, to maintain the desired temperature.

When the roof is up, the climate control settings from the 12C are applied. However, even when the rear cabin glass is lowered - which can be done independently of the roof - the climate control system is automatically adjusted to ensure constant cabin temperature and occupant comfort.

MANUFACTURING
The McLaren MP4-12C Spider is built at the new £40 million McLaren Production Centre (MPC) facility in Woking, Surrey, adjacent to the McLaren Technology Centre (MTC). The manufacturing facility was opened in November 2011 by UK Prime Minister David Cameron and McLaren Group Chairman Ron Dennis.