New hybrid McLaren P1 to offer 903bhp, 218mph and 0-62mph in under 3sec for £866,000
26 February 2013

McLaren’s mighty P1 hybrid flagship looks like becoming the first hypercar ever to deliver properly on the elusive ‘F1-for-the-road’ promise that manufacturers have been making for their fastest road cars for more than a quarter century.

It has the huge V8-plus-electric power (903bhp) and ultra-high price (£866,000) that you’d expect of the spiritual successor to the illustrious McLaren F1 of 1993, but what really sets the P1 apart is its ground-breaking active aerodynamics package.

While delivering a svelte drag factor of 0.34 in ‘clean’ form, the P1 can automatically deploy a rear-mounted wing and two flaps ahead of the front wheels, in appropriate driving modes, to deliver such unprecedented levels of downforce for a road car that driving “actually gets easier as the car goes faster”. 

Even well short of its 218mph top speed, the P1 can generate 600kg of downforce, an amount equal to many Le Mans racers and about five times greater that of the recently launched McLaren MP4-12C. Its advantage over non-McLaren rivals is even greater. 

“The P1 is designed to be driven to a racing circuit with great levels of comfort and refinement,” said McLaren Automotive managing director Antony Sheriff, “and then to be used on the racing circuit where it will offer an experience matched only by purpose-built racing cars.”

The P1 uses the all-carbon chassis tub recently created as the basis for all new-era McLarens and launched with the MP4-12C. In another direct reference to F1, the new supercar has a special, race-bred ‘recipe’ for some composite components — claimed to be twice as stiff as steel — that form its core body/chassis. 

This structure has relatively few parts and weighs only 90kg, which, McLaren engineers say, is lighter than any other road car’s while delivering F1 levels of rigidity and safety. It also forms the engine airbox, roof snorkel and the roof itself, provides housings for the battery and power electronics, and shapes the aerodynamic side pods that feed air to the engine’s cooling system.

The P1 is 300mm longer than the 20-year-old F1 but only a shade wider and longer than the MP4-12C. Against its most recent compatriot, it grows 83mm (three inches) — the extra length aids the aero package — and it is 29mm (an inch) lower and 37mm (1.5 inches) wider. McLaren claims “substantially smaller” frontal area than the MP4-12C and claims that the P1 is also smaller in area than any other production sports car. 

The P1’s kerb weight is admirably low for a modern supercar, at 1400kg, (Porsche’s 918 Spider is more like 1700kg) but even it can’t match the F1, which weighed just 1140kg at the kerb.

The P1 powertrain is a hybrid partnership between a specially configured 727bhp version of McLaren’s 3.8-litre twin-turbo petrol V8, and a 176bhp McLaren-built electric motor integrated with it via a specially cast aluminium block. The two power units send their combined 903bhp (with 664lb ft of torque) through a seven-speed twin-clutch Graziano gearbox. 

The V8 carries its own special M838TQ serial number because of its special crankcase and larger turbochargers (plus other unique tweaks), which help it produce 20 per cent more power than a ‘regular’ 12C V8.

Awesome performance is to be expected, but the P1’s margin over both the featherweight F1 and the MP4-12C still comes as a shock. McLaren engineers are still deciding the final figures in fractions of seconds, but we now know that the P1 is about 0.4sec faster than the 12C to 62mph, and at least 2.5sec faster to 124mph (200km/h).

It also shaves seven or eight seconds off the 12C’s 0-186mph (300km/h) on its way to a 218mph top speed, which is a little short of the F1’s official 231mph. 

“Our aim is not necessarily to be the fastest in absolute top speed,” said Sheriff, “but to be the quickest and most rewarding series production road car on a circuit. This is the true test of a supercar’s all-round ability and a much more important technical statement.”

At the top end of the performance spectrum, the P1 uses the instant thrust of its electric motor to boost throttle response, and the instant application of its negative torque at gearshift points, to help engine revs drop quickly, making for quicker and smoother gearshifts under full power. Off throttle, the electric motor converts to a power generator, providing engine braking and replenishing battery energy. 

At the bottom of the performance envelope, the electric motor gives the car surprisingly spritely performance on its own, giving it a range approaching 20km (about 12 miles) at traffic speeds and making it suitable for the world’s growing number of zero-emissions traffic zones.

The P1 has a driver-oriented cockpit layout, under a highly aerodynamic, bubble-shaped canopy that is compared by its creators with that of a jet fighter. Or a Le Mans racer.

Although the electronic instrumentation features all the essentials and the cabin has niceties like climate control, satellite navigation and a classy sound system, equipment and switchgear are kept to a minimum and there is a general no-nonsense air about the driving position, which is individually configurable for every owner.

The doors, whose outer skins are major contributors to the P1’s aerodynamic package, use the same ‘dihedral’ opening system pioneered by the MP4-12C.

But underscoring the serious focus of the P1, the seat and steering column adjustments are manual, the seat backrests are fixed at 28deg (a change to 32deg is possible to increase helmet clearance) and the ultra-thin carbon seat shells have a minimum of padding and weigh just 10.5kg apiece. 

Carbonfibre is extensively used as a trim material (you only get carpet if you ask for it) and the interior carbon surfaces are fitted without a top layer of resin — because it saves 1.5kg. There are just two options: a heavy-duty battery charger and a set of fitted luggage.

At first, McLaren intended to build 500 P1s, pricing each one close to £866,000, but representations from potential owners (reportedly more concerned about exclusivity than price or top speed) has persuaded Ron Dennis to build just 375 copies.

"When launched we said we'd launch a new model or derivative every year. We're on track for this," said Ron Dennis. "The key word for this car is exclusivity. It really is very special." 

Dennis, who confirmed that the car had lapped the Nurburgring in less than seven minutes, commented "This, I promise, is the world's fastest car, no matter what has gone before or later today". 

The new McLaren P1 will be on sale from March and deliveries will begin before the end of the year. 

Click here for more Geneva motor show 2013 news.

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McLaren P1
The McLaren P1 was one of the most eagerly anticipated hypercars of 2014

The stakes couldn't be higher, so has the P1 risen to the challenge?

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Comments
31

26 February 2013

"looks like becoming the first hypercar ever to deliver properly on the elusive ‘F1-for-the-road’ promise that manufacturers have been making for their fastest road cars for more than a quarter century." I suspect that if the P1 wasn't a McLaren, Autocar wouldn't be making such a statement.

Although the claim has somewhat been overused, there have been other hypercars which could lay more of a claim to being a F1 car for the road. Like the Ferrari F50 which used a F1 derived engine which was also bolted directly to the bulkhead. Or the road going versions of the GT1 Le Mans cars (although they were true purpose built sports-prototype racing cars which required a road version). Or the Jaguar Sport XJR-15. Although it never made production, the closest was the Yamaha OX99-11, which was based on a F1 car and used a F1 engine of the same capacity. The Jiotto Caspita was similar too.

26 February 2013

...let no-one pretend that the excitement and surprise of the F1 will come even close to being eclipsed by something like this.

 

26 February 2013

I love everything about this car. Its not "pretty" but I still think it looks awesome, and unlike anything else.

26 February 2013

Lewis Kingston wrote:

“The P1 is designed to be driven to a racing circuit with great levels of comfort and refinement,” said McLaren Automotive managing director Antony Sheriff, “and then to be used on the racing circuit where it will offer an experience matched only by purpose-built racing cars.”

Purpose built racing cars are raw and uncouth, which is part of the experience.  There is no way it is going to drive to the circuit with "great levels of comfort and refinement" then feel like an F1 car on it.

Yes, the downforce, cornering and overall speed will be there but the shear visceral theatre and drama of a real race car won't be.

It does however allow McLaren to extract more money from certain customers who will undoubtedly want that and will taylor their cars to suit!

 

 

It's all about the twisties........

26 February 2013

Initially I'd been expecting the MP4 to be McLaren's attempt as a modern day evolution of the classic F1, but it seems the '4' was the car to get them up and running again, and then the 'P1' takes the lessons learned and moves the game on to the next level.

Maybe its wide body and fat tyres keep the drag coefficient up at 0.34 (not what you'd call super-slippery - the latest Nissan GTR is about 0.26), but the design looks futuristic, typically McLaren, and even manages to encompass design accents from the F1.

Astonishing car, initial signs look really good. Be interesting to see what time it delivers on the TG test track!

26 February 2013

warren_S3 wrote:

 

Astonishing car, initial signs look really good. Be interesting to see what time it delivers on the TG test track!

Top Gear is a JOKE

They will probably drop a piano on it

Wait for real car journalists to test it

26 February 2013

I'm not interested in their car journalism, I'm just interested to see what time it posts vs. other hypercars  (see if all that wing and aero packaging delivers the grip to make the power accessible and deliver a blistering lap)

26 February 2013

warren_S3 wrote

I'm not interested in their car journalism, I'm just interested to see what time it posts vs. other hypercars (see if all that wing and aero packaging delivers the grip to make the power accessible and deliver a blistering lap)

LOL

They over edit everything to suit the moment

What ever result they want is the result They Give You

4get \The Top Clarkson Show as its become

Its a JOKE

R32

26 February 2013

Lewis Kingston wrote:

At first, McLaren intended to build 500 P1s, pricing each one close to £866,000, but representations from potential owners (reportedly more concerned about exclusivity than price or top speed) has persuaded Ron Dennis to build just 375 copies.

Yeah right, sure they did.  If McLaren could build and sell all 500 cars they would have done.  This sounds like spin being used as an excuse for the fact they now don't think they'll sell all 500 and have decided to cut back their ambitions.  How many punters are there out there who'll pay £866,000 for something this ugly?  It is ridiculously overpriced too.

26 February 2013

Not one angle i like it from,not even the plan view, a triumph of function over form, it may well be fast,agile and all that, but, it just deosn't excite like an Aventador,there's no drama,everything is engineered to the nth degree,so,it a no from me.

Peter Cavellini.

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