Man Maths: McLaren MP4-12C

Ron, who you’d discover was actually a very humble man if you worked for him, was always accurate in anything he said. As, indeed, he was then, because the mag tests confirmed this upstart from Woking posted even better figures than the red incumbent. Like the man said, quantifiably the best… But there’s one number where the McLaren has since lagged, by as much as half – residual value. Which is why it earns itself a Man Maths.

The history of the MP4-12C is brief. Launched in 2011 with 600bhp from its bespoke 3.8-litre V8 redlined at 8500rpm, power was upped a year later to 625bhp with the addition of the i-not-y Spider and its model name, which needs a feature of its own to explain, was shortened to 12C as I will thankfully do now too. That power boost was retro-fitted to the early coupés along with some other tech upgrades. Then in 2014, the 12C became the 650S and that was that.

The first coupés are among the rarest of McLarens, with double digit numbers made. They can be identified by ‘swipe-action’ dihedral door openers, changed because customers in hot countries risked sticking their fingers to dark-coloured cars. In cooler climes, owners felt silly stroking the underside of their doors in an often vain attempt to gain entry. It was replaced with a rubber nipple. Whether caressing a car’s curves or tickling its nipples is more questionable, it didn’t matter because both doors could now be opened from the fob. As could the frunk that was big enough for someone of my size to climb into. I know, I’ve tried.

At the centre of both 12Cs is one carbon fibre bathtub. This weighs the same as a man who maybe wouldn’t quite fit in the frunk, yet is considerably stronger. Avoid anything with too many owners rather than too many miles. Because that might suggest a passing love, which is a shame as this is one supercar that’s so easy to drive, see out of and live with it could be a daily. It even rides superbly. And the Spider and coupé drive the same, but the former has the electrically folding roof with reduced over-the-shoulder view and a genius electric rear window. All the better to hear that engine, which once experienced, you don’t forget.

The Frank Stephenson-finished design (yes, he of the P1) is as minimalist and elegant as a mid-engined sports car can be. And hence, one might argue it has barely dated and befits an age where drawing attention to oneself is increasingly gauche. Inside, there’s similarly little going on. Merely a set of super-comfortable bucket seats and a brilliant-to-hold steering wheel devoid of buttons, behind which sits the F1-inspired single rocker paddle shift made from cool-to-touch aluminium.  Sure the satnav is useless but in what car of that vintage is it not? And you have a phone, don’t you?

So, Ferrari or McLaren? If you are fortunate to have amassed, say, £60k to spend on a thoroughbred supercar – money that could otherwise buy an Audi RS3, the current reigning superhatch – plus a few thou set aside for annual running costs (well, if you fly First Class, be prepared to pay the price), for me there’s only one answer.

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