First things first, the ride: which is beautifully supple and well-controlled, just as we found when we initially tested the coupé. The McLaren 12C Spider isn’t just the best-riding supercar out there. It’s not just one of the finest riding sporting cars around. It’s simply a car with exceptional ride quality, full stop.
There are luxury cars – not all with four rings on their bonnet – that do not ride as well as this. It’s remarkable and one of the reasons, by all accounts, that McLaren owners are drawn to using their 12Cs when other supercars might stay locked away.
But of more interest to us is whether the changes McLaren has made – primarily to the throttle response – have made a considerable difference to the handling balance. Because? Because it was that fundamental balance, in part caused a turbo lag that led to the front-end pushing on, that denied the 12C coupe the same immediacy of limit-adjustability as a Ferrari 458.
And that, as much as anything else, was what held the coupé back from its final road test half-star, rather than any deficiency in some undefined “personality” trait.
This time around? It’s improved, certainly. Around our dry handling circuit, the extra resistance to power-on understeer meant that, even on P Zero rather than Corsa tyres, and even on a day so cold that there still lay lumps of snow trackside, which were melting into trickles of water across the fastest corner on the circuit, the 12C Spider was just 0.3sec slower than the coupé, even with iron brakes as opposed to carbon items.