McLaren P1 exclusive track ride

It’s early July and although McLaren’s engineers are moving into the final phases of the hypercar’s development, few outsiders have been allowed to ride in any of the prototypes. This car, codenamed XP7, is one of several pre-production versions being used to validate the reams of simulation data generated during the car’s development.

As much as I’d love to drive the P1, I’m secretly glad that the opportunity isn’t on offer here. For three weeks the test team has been working from dawn until way past dusk to hone this car. Although their test in the US is nearing an end, I don’t think they would take too kindly to a nervous journalist bending their car.

Besides, getting the chance to sit alongside one of McLaren’s own testers – professional racer Quaif has been part of the development team for almost two years, working with McLaren’s chief test driver, Chris Goodwin – is a real treat.

Provided I can get in, of course. Clambering aboard an unfamiliar, low-slung sports car is never a graceful procedure at the best of times, and I’m mindful of the fact that the cockpit of this particular P1 is hooked up to telemetry equipment via a tangle of wires and leads, which I don’t want to dislodge clumsily.

This well travelled test mule is configured to collect heating, ventilation and air conditioning (HVAC) data, so it is a little porkier than the 1400kg definitive production car will be, and isn’t equipped with the most up-to-date aero kit. Nevertheless, finished in a stealth bomber-spec black paint job and sitting quietly in the pit lane in the California sun, the taut, toned lines of the P1 make it look worth every penny of its £866,000 price tag.

Helmet on and seatbelts fastened, I survey the cabin, which is close to production spec. Looking beyond the data-gathering paraphernalia, some elements of the P1’s interior are recognisable from the 12C, such as the centre control interface and the turbine-style air vents, although everything is a lot more pared back. Before we set off, Quaife points out some of the key controls, such as those for the drag reduction and instant power assist systems, placed within thumb’s reach on the steering wheel. There’s also a switch to toggle between the driving modes that are key to the P1’s ability to fulfil its wide-reaching brief.

“The aim of this car is to be the best-handling sports car in the world, but we also want it to be very usable on road,” says Quaife. “To combine those two elements is very challenging, as you can imagine.

“That’s the beauty of our active panel, where you can switch through Normal, Sport, Track or Race modes. So we can go from Comfort on road, to turning up in the pit lane at a race track and switching to Race mode, where the car lowers, the wing comes up and it gives you more downforce.

“Also a nice touch is that we have different steering feel as you go up through the modes. In Normal mode the assistance is quite high for a car of this type. When you go into Race, it gets heavier, so you have more feel.”

A passenger lap to remember

With that, Quaife guns the P1 down the pit lane and on to the bumpy, dusty circuit. I’m shoved deeper into the bucket seat by a quite remarkable surge of acceleration. With 727bhp on tap from the 3.8-litre twin-turbo V8 and a supplementary 176bhp from the electric motor, I guess I should have been prepared, but I’m not sure you really can brace yourself for the kind of thrust that propels the car north of 60mph in three seconds. Each time feels as much of an event as the first.

On track, the P1 is a steroidal, in-your-face monster. It will also make you revise any pre-conceived attitudes you may hold towards hybrid cars. It’s noisy, with a hearty bellow from the twin-turbo V8 and a pleasing ‘whooomp’ from its wastegates.

For me, the stand-out sensation is the level of grip. Turn one at Willow Springs, Castrol Corner, is a banked 90-degree left-hander. It dips and blends into a cambered right called the Rabbit’s Ear, which goes on forever and involves at least two apexes.

The P1 is impossibly fast through this section. On our first flying lap I’m convinced that Quaife has carried too much speed into turn two and we’re going to understeer wide into the scrub. My brain cannot compute that the car will keep on gripping, even with its bespoke Pirelli P Zero tyres. But grip it does, without a hint of losing its composure.

In certain circumstances, the P1 can be made to break traction. 
Out of a tight, uphill left-hander, with the car travelling at a low speed, Quaife stabs the throttle and lets the back end slew pleasingly sideways 
for a millisecond.

We swing downhill and left. Next comes the most spectacular turn on the circuit, the one where the effectiveness of the P1’s aerodynamics package is truly evident.

Turn six, Monroe Ridge, is a very quick right-hander over a crest which, from the low-slung vantage point of the P1’s seats, is taken blind. Stray off the racing line here and there’s a real danger of drifting wide off the circuit on the far side of the crest. But the McLaren is, quite simply, nailed to the ground.  

I’m not sure what three-figure speed we hit on the subsequent straight, but we reach the next corner long before the P1 runs out of acceleration. I glance across at Quaife, who looks calm, his steering inputs fluid, swift and positive.

The final section of the track involves two right-handers that blend together into one gradually tightening curve. It’s a long turn, and the P1 feels comparatively docile through here. Quaife is waiting, waiting, waiting… then as soon as the pit straight looms into view, he squeezes the throttle and lets the car run wide out to the kerb on the exit.

Potential to perform

We zap across the line before the looming Castrol Corner demands heavy braking. The stopping power of the P1’s brakes, developed by Akebono and using carbon-ceramic discs infused with ultra-tough silicon-carbide, is phenomenal.