It is inevitable that we’ll draw comparisons between the P1 and F1, no matter how unfair that seems. But although the new car is leagues more advanced than the car we consider its spiritual predecessor, there are elements common to the two.
Not least of those is the link between design and purpose that pulled the P1 into a wind tunnel weekly, for work not just on the external aerodynamics but also to ensure that sufficient quantities of air could enter and exit the P1’s carbonfibre bodywork.
But to suggest that it’s a simple derivation sells it short. It is a bespoke structure that, unlike the 12C’s, incorporates a roof, holds the hybrid’s battery and electronics and houses the snorkel that feeds air into the turbochargers.
Likewise, although the base engine – a twin-turbo 3.8-litre V8 – owes its existence to the 12C’s, the block is unique, strengthened and modified to accommodate a hybrid electric motor. On its own, the flat-plane-crank V8 generates 727bhp.
The electric motor, when asked to contribute, adds another 176bhp, making a faintly staggering total of 903bhp. This means that the P1’s engine is more than 2.0 litres smaller than the one in the nose of a Ferrari F12 yet generates an additional 173bhp.
Maintaining good driveability, given this level of specific output (and this engine, as you’ll read later, is remarkably docile), is one of McLaren’s greatest achievements with this car.