The most remarkable element of the way that the 12C drives is not its handling but the ride comfort allowed by its hydropneumatic suspension. The P1 utilises a similar system, but there’s no question that it feels set up to be firmer and more controlled.
However, the P1 still stops well short of being crashy or harsh, and it adeptly softens the edges to ridges and bumps. The suspension can be raised by 30mm to clear kerbs, too.
So there are plenty of cars with lesser performance that would feel less at home on a transcontinental drive.
Only the P1's noise levels become wearing on a long journey. It is reassuringly stable, solid and refined, with steering that, at 2.4 turns lock to lock, is far less nervous than the rack in an F12.
On give-and-take cross-country roads, the P1 has more performance and capability than you can use, given visibility and the laws of most countries. One of the challenges faced by modern performance cars, therefore, is to offer driver rewards at merely sensible speeds, and the P1’s ability to cover ground and engage its driver through linear, responsive controls and with strong feedback does precisely that.
And then you come to what the P1 can do on a circuit – and that is, quite frankly, astonishing, regardless of what you do with the chassis settings. It’s good in all of them, but moving from Normal to Sport tightens the damping, and going to Track does so again.