With all that speed, it takes a well-engineered suspension for a supercar to handle the corners. The ME Four-Twelve sports a double-wishbone suspension in the rear, aluminum control arms in the front and horizontally opposed coil-over dampers with electronically controlled compression and rebound tuning. That means the driver can adjust the shocks for different driving conditions with the push of a button. A blade-type anti-roll bar keeps the chassis from rolling during turns. This is adjustable, too. The "blades" are flat, metal pieces that connect the anti-roll bar to the suspension. Imagine a plastic ruler lying flat -- it's very flexible. Now imagine trying to bend it sideways. By turning the blades, it is possible to adjust for a softer or harder anti-roll bar.
We haven't even mentioned the two most important parts of any car's suspension yet -- where the car meets the driver's hands, and where the car touches the road. At one end is a power-assisted, rack-and-pinion steering system with 2.4 lock-to-lock turns in the steering wheel, and a 36-foot (11-meter) turning radius. That makes for some very responsive handling. At the other end is a set of Michelin high-performance radial tires: 265/35ZR19 in the front and 335/30ZR20 in the rear, mounted on cast aluminum wheels.
While the engine handles going from 0-100 mph, getting from 100 mph back down to zero is handled by 15.0-inch ventilated carbon, ceramic-composite disc-brake rotors with six-piston aluminum mono-block calipers. The anti-lock brake system can be adjusted by the driver to different profiles, depending on the situation. There are three race settings, plus settings for highway and street driving.
Now let's take a look at how the frame composition and shape of the ME contributes to its performance.