I'm the biggest critic of these electronic non-differentials. I think the
12C
suffered for not having a mechanical LSD, and even though I do buy all of the engineering arguments that see then as a malign influence in the search for optimum road behaviour, I think modern power outputs require them. And I like doing skids.
The P1's system is the first I've driven that actually works. When you see the video you'll see. The response from the rear axle under power feels like there is a mechanical locking diff. It's uncanny. But I just judge these things on confidence - in a 12C, even in its latest brake-steer calibration (and late cars are much different to early ones) you never quite know if one or both wheels will spin-up. In the P1, it's always both.
Sounds terrible, but you need to feel it from the cabin to see how it works. For me it was the big question mark over the car's specification, having driven it, it's a compete non-argument. The video also asks about the car's ability to do one NS lap with a single charge of KERS - I won't spoil the answer.
Chris Goodwin: "Before you start shouting at me..."
I also have a top speed for the Dottinger Hohe!
The perfect suspension system for a RWD car would have no locking rear diff. It corrupts pretty much everything: it effectively adds spring rate under load, it causes understeer, it harms high speed stability in a straight line, and in the case of a plate-type diff it can cause havoc as/when/how it loads and unloads.
But with today's massive power outputs, cars are traction limited and tend to run such stiff springs that the LSD effect is less pronounced because the chassis is already so compromised for road use. And on a practical level, not fitting one to your new super sports car precludes big, controllable slides for the media push. Ask McLaren about that one.
The holy grail I suppose is a constantly variable locking diff that gives 100 per cent when you need it (post apex) and zero when you don't (braking and turn in). The SLS Black has the best one of these I've tried, but BMW M does a good job too.
I don't like stuff with heaps of power/torque and an open diff. It spoils the fun - ergo, I'd sacrifice some Lotus-like compliance to feel that LSD connection between my right foot and the rear axle. This is where those early 12C's struggled. And hence my genuine sense of alarm when I asked Chris Goodwin if the car ran an open diff and he smiled and said "yes but drive it before you start shouting at me."
I'm probably stirring a hornet's nest here, and people with greater knowledge/experience will flame me down, but that's a brief summary of how I view the subject.
Mechanical locking diffs are like a good cigarette: destructive, probably non-justifiable. But in the right circumstances they're perfect and easily justified. To extend the metaphor: The P1 is the first e-cigarette that could persuade a hardened Marlboro red puffer to go electronic.