McLaren P1 1st test with figures!

Discussion in 'European Cars' started by mafalda, Mar 14, 2014.

  1. #1 mafalda, Mar 14, 2014
    Last edited by a moderator: Apr 25, 2016
    from Motor Trend

    0-30 1.2 sec
    0-40 1.7
    0-50 2.1
    0-60 2.6
    0-70 3.0
    0-80 3.5
    0-90 4.1
    0-100 4.7
    0-110 5.5
    0-120 6.3
    0-130 7.4
    0-140 8.5
    0-150 9.9
    0-160 11.6
    PASSING, 45-65 MPH 0.9
    QUARTER MILE 9.8 sec @ 148.9 mph
    What's harder to make, an F1 race car or the road-going McLaren P1? McLaren ought to know, as it makes both. If you ask someone there, such as Mark Vinnels, the head of product development, he'll pause for a second, think, and then say, "The road car." Why? Consider that the P1 is a rear-drive hybrid with 904 horsepower but isn't penalized with a gas-guzzler tax. Consider that it's mostly carbon fiber, from passenger tub to the five body panels to the mostly naked interior. Consider that its exterior is sculpted primarily for airflow, and that it makes so much downforce (1323 pounds at 160 mph) that McLaren has to adjust the wing at high speed to avoid breaking things. Consider that the P1 uses concepts from McLaren's F1 efforts, many of which (active aerodynamics and suspension, brake steering) were banned from the sport. Consider that the top speed is an electronically limited 217 mph. Consider that it shoots flames. I consider these things while getting into VP5, for Validation Prototype 5 (of 5), a U.S.-spec Volcano Yellow P1 with 10,319 miles on the odometer. It's the brightest thing at this grey airport, which sits 18.4 miles south of the Bond villain-esque McLaren HQ and which you might recognize from a popular British car show. (Some say they saw a figure in a white driving suit off in the distance.)

    The engine started, and I don't remember much of what followed, other than the feeling of being absolutely consumed. I exited with shaky hands, dribbling expletives and drool. Here's what I do remember: At the end of our day, when no one was looking, I hopped in the P1 with our VBox data recorder. I slowly drove out of view to the far end of the runway (nothing to see here, folks), activated race mode, waited the required 40 seconds for the suspension to lower 2.0 inches and wing to rise 11.8 inches, and then activated launch control. Then I was going 160 mph. Here's what happened: The P1 took 2.6 seconds to reach 60 mph, 4.8 to 100, 6.4 to 120, and then passed the quarter mile in 9.8 seconds at 148.9 mph. Forget the Veyron. The P1 is the quickest production car tested in Motor Trend's 65-year history.
    2014 Mclaren P1 Yellow Front Three Quarter In Motion 04 Now seems like a good time to mention that when you hit the E-mode button, the engine turns off, transforming the quickest production car we've ever tested into a zero-emissions electric car with 6.2 miles of range and acceleration similar to that of a Civic Si. You can plug it in, too. Tiny electric range means the gas engine will be on most of the time. And when it is, the electric motor acts like a 177-hp power adder, offsetting turbo lag by providing torque the moment you touch the throttle. For some theater, you can opt for boost mode, which holds back electric power until you press the cutely named IPAS button on the steering wheel. It feels like hitting nitrous. Stupefying straight-line acceleration isn't the P1's focus. It was on the checklist, sure, but it almost feels like a byproduct. I like to imagine it was discovered somewhere during development, around the part where, during durability testing, it had to undergo 200 back-to-back launch control runs. (Our sympathies for that test driver's stomach.)

    It passed that test. Why wouldn't it? This is McLaren after all, whose executive chair, Ron Dennis, famously shrank the floor plan of the company's assembly hall a small amount so the tile would fit better. This meticulousness and design logic permeate the P1. Like the 12C, it doesn't have a locking differential because the brakes and stability control system provide ample wheel speed control. Why add the weight? You don't even notice it until you turn stability control off and leave long stripes of 315/30R20 Pirelli Corsa behind. Same goes for anti-roll bars and downforce resistance bars (or heave springs). Supplant them with a hydraulic system of lines and accumulators and you gain far better control than what an aluminum tube can offer. The P1's roll stiffness, for example, increases 3.5 times when you switch from Normal to Race mode. We weren't able to record the P1's lateral limits, but they felt similar in magnitude to the acceleration. Reaching for them is not as difficult as the performance figures might make you think. It's instead about relearning what you know about the limits of modern performance cars. The downforce, tires, and brakes take the P1 to territory unknown to street cars. You're conscious of the potential, but the balance and the stability control system let you think with enough time you could reach it. In Race, where I spent the majority of the day (wouldn't you?), the car offers high levels of slip before intervening -- just under half a turn of correction. It's enough to make you feel like you can go to the point of no return and turn around. My brief time with the P1 felt like leaping blindly into unexplored area. It was like landing on an alien world where you need to reset your preexisting definitions and expectations about the capabilities of cars. The trouble wasn't driving it, but comprehending what was happening. Why was the P1 harder to make? Because hyperbole isn't supposed to be real.
  2. Tired of this.

    We need an hour video review of P1 vs LaFerrari vs 918!
  3. I hope so...
  4. Those are some pretty serious numbers. So the journalists weren't being hyperbolic when they talked about how it blew a Veyron away. It is even slightly quicker than a Veyron SS. Pretty impressive.
  5. audi rs2 is faster to 0-30
  6. the power of AWD
  7. P1 fails
  8. So is Usain Bolt.
  9. Bolt's top speed is 27mph, supposedly
  10. According to Bugatti's figures (as quoted by MotorTrend), the Veyron SS is actually slightly quicker:

    0-60: less than 2.5s
    1/4 mile: 9.7s
  11. tested (AMuS, R&T and Autocar): 9.9-10.2 @ 135-139 mph
    also @ 160mph the P1 still faster
  12. 45-65 in 0.9s would be hilarious
  13. This was done in race mode with the wing up and suspension stiffest mode on a runway. In other words, this is nowhere near how quick the car can go. It wasn't even on fresh tires, or the new sticky as hell Trofeo R tires that are available
  14. How is that not as quick as the car can go? Downforce is good for traction. The car can't go faster than this. (Not a lot anyway). Also R tires are racing tires, they don't count.
  15. the compromise with huge downforce is massive drag.
  16. It has an inertia suppression device built into it. Just saying.

  17. Yeah, DRS because racecar.
  18. You don't need downforce for the launch, and the underbody easily produces what is needed at least aerodynamically for a straight launch. You want maximum weight transfer for acceleration, so the stiffest mode is not ideal. Drag has a huge effect on cars that trap well into the 150 mph range. DRS sheds a significant amount of drag, but nowhere near what the car has in track mode compared to race mode. Ideally, you would stow the whole wing down. Trofeo R's are road legal tires.

    Owners with the MP4-12C already proved that the car was much quicker in the softer modes. This is nothing new.
  19. Lol who cares. Its blindingly fast either way
  20. Watch the video of Jenson button racing a superbike and a Honda boat and then tell me that as much downforce as possible doesn't matter in a straight line drag race.

    Anyway, I thought with DRS activated in race mode, the car was less draggy than in track mode?
  21. this stuff MATTERS
  22. It is very important that the Hennessy Elise is 2.5km/h faster than a Veyron SS in a non official run.
  23. Lol, it kind of does

    with a F1 car, the car only weighs 590 kg... Including the driver. The power to weight ratio is something on the order of 40% higher than the P1.

    DRS in race mode is draggier than Track mode. Track mode doesn't even extend the wing out. Simple aerodynamics

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