When it comes to high-performance vehicles like the Mclaren Mp4-12c, tire choice is paramount. These supercars demand rubber that can handle immense power, deliver razor-sharp handling, and inspire confidence both on the road and the track. In the realm of performance tires, two names frequently rise to the top: Continental and Michelin. Recently, Continental launched their versatile ExtremeContact Sport tire in an expansive 71 sizes, catering to a wide range of vehicles. Meanwhile, Michelin debuted their highly anticipated Pilot Sport 4S, initially focusing on larger 19-inch and above diameters, with smaller sizes slated for future release. This initial size disparity means drivers of smaller, sport-oriented cars might find themselves choosing between the new Continental and the established Michelin Pilot Super Sport, while those with vehicles sporting larger wheel diameters can immediately experience the latest Michelin offering.
This situation presented us with a unique opportunity. Rather than our usual test vehicle, a Mazda MX-5, we opted for something with significantly more performance and tire demands: our 2012 McLaren MP4-12C. This very McLaren has seen action in demanding events like One Lap of America, making it the perfect platform to rigorously evaluate these high-performance tires.
Supercars like the mid-engined McLaren MP4-12C often employ staggered wheel setups, utilizing different diameters front and rear. The MP4-12C is no exception, specified with 19-inch front and 20-inch rear wheels. Original equipment tire sizes are 235/35R19 at the front and 305/30R20 at the rear. Due to initial availability constraints, we encountered difficulty sourcing the 305mm width in both tire brands. Therefore, we opted to test with a slightly narrower 295/30R20 rear tire. To further refine handling and address the McLaren’s inherent tendency towards understeer, we chose to go slightly wider than stock at the front, selecting a 255/30R19 size.
For the critical task of mounting these premium tires onto equally valuable wheels, we entrusted Collin Stith at Soulspeed Performance. Collin’s expertise in high-performance and race car preparation is widely recognized. Despite his always-busy schedule, he accommodated us promptly to meet our testing deadlines. His meticulous approach has ensured zero damage to our wheels over a decade of tire mounting – a crucial factor when dealing with wheels that can easily cost thousands of dollars each, especially when fitting low-profile 30-series tires.
Speaking of wheels, to maintain consistency and isolate tire performance, we secured a second set of OZ Racing Ultraleggera HLT wheels from Tire Rack, matching the McLaren’s original equipment sizes: 19×8.5-inch front and 20×11-inch rear. These OZ wheels are renowned for their strength, lightweight construction, and excellent value. We are strong advocates for these wheels and have collaborated closely with Tire Rack to explore wider fitments for enhanced performance applications. This collaborative effort has involved detailed laser scanning of brake components, suspension uprights, and wheel wells, alongside virtual modeling of various wheel and tire combinations. Expect a dedicated feature on this wheel exploration in a future article.
Visual Inspection: Michelin Pilot Sport 4S vs. Continental ExtremeContact Sport
A side-by-side comparison of the Michelin and Continental tires immediately reveals key design philosophies. Both manufacturers have clearly prioritized dry cornering prowess in their latest designs. This is evident in the reduced void area in the tire shoulders compared to their predecessors. Wider inner tread blocks and a minimized number of lateral sipes also signal a focus on enhanced braking performance. However, these design choices can potentially compromise hydroplaning resistance in wet conditions. The changes appear more pronounced in the Michelin Pilot Sport 4S, which now visually resembles its more track-focused sibling, the Pilot Sport Cup 2. Notably, the Pilot Sport 4S also exhibits a wider tread width across the sizes we tested, further contributing to dry grip but potentially impacting wet weather performance in terms of water displacement.
Delving into the tire compounds, the differences become less visually apparent but are technologically significant. Michelin continues its dual-compound approach, pioneered in the Pilot Super Sport, with the Pilot Sport 4S. This design strategically places two distinct rubber compounds side-by-side across the tread face. The inner portion of the tire is formulated for superior wet grip, while the outer section is engineered to withstand the extreme stresses of aggressive dry cornering. Continental, in contrast, has opted for a single, advanced rubber compound, their new +Silane technology. This compound is designed to deliver optimal grip across a spectrum of conditions, aiming for consistent performance throughout the tire’s contact patch. Both manufacturers have also invested in carcass enhancements, aiming to distribute cornering loads more evenly across the tire’s contact area under high lateral forces, crucial for maintaining grip in demanding driving scenarios.
Real-World Road Impressions in the McLaren MP4-12C
Out on the open road, both the Michelin Pilot Sport 4S and Continental ExtremeContact Sport tires proved to be exceptional partners for spirited driving in the McLaren MP4-12C. Both tires exhibited impressive responsiveness and an eagerness to tackle winding roads, delivering prodigious levels of grip that complemented the McLaren’s dynamic capabilities.
Subtle nuances emerged in their handling characteristics. The Michelin Pilot Sport 4S offered a slightly more direct and immediate response to minor steering inputs, imparting a sense of heightened control authority. The Continental ExtremeContact Sport, on the other hand, exhibited a touch of initial delay and operated at slightly larger slip angles. However, these differences were marginal and unlikely to be discernible to most drivers in everyday driving. A more noticeable distinction arose in ride quality. The new Michelin tires transmitted road imperfections more directly into the cabin, accompanied by a slightly higher level of audible feedback compared to the Continentals.
Dry Track Performance at Harris Hill Raceway
To objectively assess the performance limits of these tires, we headed to our preferred proving grounds at Harris Hill Raceway. Nestled in the Texas Hill Country, this track presents a unique challenge due to its constantly evolving surface. The region’s cycles of drought and flood cause subtle shifts in the underlying terrain, resulting in bumps that appear and shift location frequently. While track management diligently maintains the surface with regular patching and resurfacing, significant repaving projects are occasionally necessary. A recent repaving effort, completed just prior to our test, had smoothed out some of the most notorious bumps. However, the fresh asphalt was still somewhat oily, requiring us to adapt our driving lines and approach to certain sections.
We dedicated extensive practice sessions to each tire set, acclimatizing ourselves to their individual characteristics and refining our techniques on the newly resurfaced sections of the track. The established performance traits we had observed in previous tests between these brands quickly resurfaced. The Continental ExtremeContact Sport impressed with its exceptional balance and driver-friendliness. It excelled in demanding situations requiring simultaneous actions like trail-braking into corners and applying power on corner exit. While the Continental provided commendable grip, it conceded some mid-corner grip to the Michelin, particularly as temperatures increased. The Continental’s forgiving nature could also lead to overheating if pushed excessively, a testament to its accessible performance envelope. Its ease of driving, even at the limit, occasionally encouraged us to push beyond intended limits, especially on the newly paved, high-grip sections.
The Michelin Pilot Sport 4S showcased a significant advancement in its ability to multitask, nearly matching the Continental’s prowess in combined braking and cornering maneuvers. Coupled with improved straight-line braking performance, this allowed us to utilize nearly identical braking points for both tire sets. In the crucial mid-corner phase, the Michelin PS4S demonstrated superior grip compared to the Continental ExtremeContact Sport, enabling slightly higher cornering speeds under sustained loads. However, like the Continental, the Michelin would also exhibit overheating if subjected to excessive sliding, resulting in a temporary reduction in mid-corner grip in subsequent corners.
With timers reset and focus sharpened, we aimed to record consistent lap times at the absolute limit of tire performance. The sheer power of the McLaren MP4-12C presented a challenge on the technical Harris Hill circuit, leading to slightly more lap time variability than typically observed in our tire testing. Nevertheless, the performance picture remained clear: both tires operated within a close performance window, but the new Michelin Pilot Sport 4S demonstrated a performance edge. The Continental ExtremeContact Sport consistently delivered lap times in the mid-1:24 range. The Michelin PS4S, in contrast, dipped into the 1:23s for its fastest lap, while averaging in the low 1:24s. This performance advantage was further corroborated by a 1:23 lap time achieved on the Michelins during an earlier practice session, remarkably, on the very first hot lap after removing manufacturing residue.
A note regarding the final timed session on the Continental tires: only three timed laps were recorded due to a low fuel indication. The McLaren MP4-12C’s 620-horsepower, twin-turbocharged engine consumes fuel at a prodigious rate – 16 gallons in just 28 laps – and we have observed that running the fuel tank completely dry can negatively impact the engine management system.
Wet Track Performance at Texas World Speedway
Anticipating the need for wet weather testing, we closely monitored weather forecasts following our dry track session, coordinating with track schedules. Fortuitously, just two days after our dry testing concluded, a band of rain was predicted to coincide with an affordable open track day at Texas World Speedway.
Despite facing potential redevelopment for housing, Texas World Speedway, a former NASCAR superspeedway, continues to offer a cost-effective road course outlet for local motorsports enthusiasts. While the aging grandstands are no longer in use, the track itself has been maintained over the years, hosting events for organizations like NASA, SCCA, and various car clubs.
Of the original oval, only the front straight remains usable. However, instead of a typical infield “roval” configuration, TWS incorporates a challenging “outfield” section accessed via the back straight. This outfield section features a series of corners, some lightly banked, before rejoining the infield for the carousel and the Larry/Moe/Curly switchback complex leading back onto the front straight. It presents a comprehensive test of driver skill, acceleration, and handling.
Our track experience at TWS was limited, and nonexistent in wet conditions, making data acquisition a challenge. However, given the critical importance of wet weather performance for these tires, we prioritized obtaining at least a subjective comparison, even if perfectly objective data collection proved difficult.
The track day began dry for the initial two sessions. We started with the Continental tires, gradually building up to lap times in the 2:02 range. As at Harris Hill, the Continentals demonstrated user-friendliness at the limit and provided excellent communication to the driver. Switching to the Michelin tires for the subsequent session immediately revealed enhanced mid-corner grip, particularly in the carousel section, accompanied by more assertive turn-in response. Lap times dropped below the two-minute mark, reinforcing the performance differential observed at Harris Hill. Towards the session’s end, the McLaren’s automatic wipers activated, signaling the onset of rain and the end of dry lapping.
A quick fuel stop provided sufficient time for light rain to uniformly wet the entire track surface. Upon returning near the end of the following session, we conducted scouting laps to identify the optimal wet driving line. We discovered that a rim-shot approach, utilizing the outer edges of the track, proved fastest on the older, polished pavement of the outfield section, where apexes were particularly slick. However, back on the infield, the conventional dry lines offered surprisingly good grip. The most challenging aspect was navigating puddles at the infield exit while transitioning onto the banked front straight, attempting to apply full power as early as possible. Accelerating down the wet and bumpy front straight at 150 mph, with rooster tails of water spraying behind the McLaren, was undeniably an exhilarating and slightly unnerving experience.
Following our scouting runs, we dedicated a full session to progressively increasing our wet lap speeds on the Michelin PS4S tires, while navigating around slower traffic. Early in the session, we achieved a 2:17 lap time, and towards the hour’s end, with the rain subsiding, we clocked a pair of 2:15 laps. The Michelin’s mid-corner grip in the wet proved exceptional. However, when grip was exceeded, breakaway was characterized by chatter and pronounced intervention from the McLaren’s stability control system. It’s important to note that we were running in wet conditions with the stability control engaged in Sport mode, a recommended practice for maintaining a safety margin.
Rain intensified during the lunch break, just as we mounted the Continental tires. Standing water began accumulating in various areas, particularly at the mid-corner apexes of the Larry/Moe/Curly complex. This presented an ideal opportunity to evaluate hydroplaning resistance. The more effectively a tire could cut through the puddle at the “Moe” apex, the better the approach to the long front straight. The Continental ExtremeContact Sport excelled in this regard, slicing through standing water without issue. However, it conceded some mid-corner grip to the Michelin, immediately noticeable in the carousel section. Near-limit breakaway and recovery with the Continental tires were remarkably smooth and seamlessly integrated with the vehicle’s stability and traction control systems. Our lap times on the Continentals were slightly slower, in the 2:17 to 2:18 range, but this could have been influenced by the worsening track conditions.
To bracket our test results, we remounted the Michelin tires for a final session. Mother Nature cooperated by ceasing the rain, allowing the track to slowly drain, although it remained significantly wet and puddly. The very first lap on the Michelin PS4S yielded a confident 2:14 lap time. Mid-corner grip returned, and we had learned to manage tire slip to minimize stability control intervention. However, attempting to replicate the Continental’s hydroplaning resistance through the large puddle at the “Moe” apex resulted in being pushed off the track momentarily. Applying power early through deep wet patches while transitioning onto the banking also proved problematic, delaying front straight acceleration. Adjusting our driving to mitigate these hydroplaning issues, we consistently dropped into the 2:11–2:12 range. While the track surface had undoubtedly improved by this point, the subjective impressions regarding hydroplaning and mid-corner grip remained the most significant takeaways.
Pricing Considerations
Lap Time Data
Conclusion: Choosing the Right Tire for Your McLaren MP4-12C
Michelin engineers emphasized that the design focus of the Pilot Sport 4S was enhancing wet performance, particularly under braking. This tire is conceived as a daily-driver tire capable of spirited high-performance driving and occasional track use. Our testing validates their success. The Michelin PS4S demonstrates clear improvements in wet performance and also delivers enhanced dry performance through refinements to the belt package and tread pattern – reduced void area, larger tread blocks, and more even tension distribution. Our lap time data confirms these advancements, with the new tire consistently achieving faster dry lap times than its already impressive predecessor.
Continental, aiming to elevate their dry performance to match the benchmark set by the Michelin Pilot Super Sport, developed the ExtremeContact Sport. Remarkably, they achieved this without compromising their existing wet weather advantages. If anything, the Continental ExtremeContact Sport leans slightly towards wet performance, featuring wider longitudinal channels for water evacuation and narrower tread widths in comparable sizes. The Continental also exhibited more forgiving handling characteristics at the limit, making it potentially more approachable for drivers with varying levels of experience.
So, which tire is the optimal choice for your McLaren MP4-12C? For drivers prioritizing daily driving duties with frequent wet weather encounters, the Continental ExtremeContact Sport is the preferred selection due to its superior hydroplaning resistance at speed. However, for those who primarily experience dry conditions, with only occasional rain, the Michelin Pilot Sport 4S emerges as the top performer, especially on modern, high-performance vehicles equipped with advanced stability and traction control systems like the McLaren MP4-12C. The Pilot Sport 4S offers a slight edge in ultimate dry grip and track performance, perfectly complementing the McLaren’s capabilities when pushing the limits. Ultimately, both tires represent exceptional choices in the high-performance category, offering distinct strengths tailored to different driving priorities and conditions.
