Full press pack for the McLaren P1 pasted verbatim below. To return to Chris's review click here.
Designed to be the best driver's car in the world
larger width brackets top
larger width brackets bottom
.
Aero-led design produces more downforce than any other production road car
.
916PS (903 hp) generated by 3.8-litre twin-turbo V8 petrol engine coupled to
an electric motor gives tremendous power and instant throttle response with
an electronically limited top speed of 350 km/h (217 mph)
.
Active ride height, and aerodynamics work with large adjustable rear wing to
give ground effect suction and optimised downforce
.
IPAS (Instant Power Assist System) and DRS (Drag Reduction System) offer
instant boost of power and straight-line speed
.
The MonoCage is one of the lightest carbon fibre full-body structures used in
any road car to date, weighing 90kg. This weight includes the roof and lower
structures, roof snorkel, engine air intake cavity, battery and power electronics
housing
.
0 to 300 km/h in less than 16.5 seconds - a full 5.5 seconds quicker than the
legendary McLaren F1
.
Braking from 100 km/h to zero takes just 30.2 metres
.
Bespoke tyres and braking system, developed in conjunction with technical
partners Pirelli and Akebono, ensure optimised performance
.
To maintain exclusivity, production will be strictly limited to 375 units
The astonishing new McLaren P1™, which debuted in production form at the Geneva
Motor Show, has a clear goal - to be the best driver's car in the world on road and
track. To achieve this objective, McLaren is using all of its 50 years of racing
experience and success, especially in the fields of aerodynamics and lightweight
carbon fibre technology.
The result is a car that has an unprecedented amount of downforce for a road
vehicle: similar levels to a GT3 racing car and yet with even greater ground effect.
This downforce not only boosts cornering and braking performance. It also helps
balance, stability and driveability at all speeds.
„McLaren introduced the carbon fibre chassis to the world of Formula 1 in 1981 with
the MP4/1, and we had the first carbon-bodied road car,. says McLaren Automotive
Chairman Ron Dennis. „We have always been at the cutting edge of vehicle
aerodynamics, and all of this experience has gone into the new McLaren P1™.
Twenty years ago, with the McLaren F1, we raised the supercar performance bar.
With the McLaren P1™, we have redefined it once more..
The best driver's car in the world must also have exceptional straight-line
performance and instant throttle response. To deliver this, the McLaren P1™ uses an
innovative IPAS petrol-electric powertrain comprising a substantially revised 3.8-litre
twin-turbo V8 petrol engine, coupled to a single electric motor, collectively known as
M838TQ. Combined power output is 916 PS (903 hp). As important as absolute
power is the electric motor's ability to provide instant torque, making the powertrain
superbly responsive. It is also amazingly efficient. The McLaren P1™ returns 34.0
mpg (8.3 l/100km) on the EU combined cycle, with CO2 emissions of 194 g/km. The
electric motor offers a range of 11 km (6.8 miles) in full electric mode on the NEDC
cycle, which sees emissions drop to zero.
Top speed is electronically limited to 350 km/h (217 mph), with the 0-100 km/h
standing start acceleration taking just 2.8 seconds .The McLaren P1™ will power
from rest to 200 km/h in 6.8 seconds, and on to 300 km/h in 16.5 seconds - a full 5.5
seconds quicker than the McLaren F1.
The braking figures are equally as impressive for the McLaren P1™, with the levels of
performance provided by the bespoke Akebono system. The specially formulated
carbon ceramic discs, coated in silicon carbide, can bring the McLaren P1™ to a halt
from 62 mph (100 km/h) in a distance of just 30.2 metres.
„We believe the McLaren P1™ is the most exciting, capable, technologically
advanced and most dynamically accomplished supercar ever made,. says McLaren
P1™ programme director, Paul Mackenzie. „It may not be the fastest car in the world
in absolute top speed, but that was never our goal. Rather, we believe it is the fastest
ever production car on a racing circuit, a much more important technical statement,
and far more relevant for on-road driving. It is a true test of a supercar.s all-round
ability. Plus many owners will use the car on the circuit, at special track and test
days..
The astonishing technology developed for the McLaren P1™ includes active
aerodynamics and adjustable suspension - both now banned in Formula 1, due to
being seen to give a performance advantage. Airflow is optimised around the body
through the use of an active wing and underbody devices. The adjustable rear wing
can extend from the bodywork by 120mm on road, up to 300mm on the race track,
maximising the levels of downforce. The wing is directly inspired by Formula 1
design, with the intersection of the double element rear wing and design of the
endplates being the same as that on the 2008 championship winning MP4-23.
In addition, the McLaren P1™ also features adjustable ride height as part of the new
hydro-pneumatic suspension. The revolutionary RaceActive Chassis Control (RCC)
can lower the car by 50mm in Race mode, to produce ground effect aerodynamics. It
also features adaptive spring rates, roll control, pitch control and damping, all
providing a huge range of adjustment, making the McLaren P1™ perfect for either
road or track. In Race mode, the spring rates stiffen by 300 per cent, allowing the
McLaren P1™ to corner at more than 2g.
Formula 1-inspired technology permeates the McLaren P1™. The revolutionary new
carbon fibre MonoCage monocoque forms a complete structure incorporating the
vehicle's roof and its distinctive snorkel air intake - a styling feature inspired by the
McLaren F1 road car.
McLaren is an acknowledged world leader in carbon technology. The material offers
lightness, strength and rigidity - improving performance, safety, handling, agility,
durability, efficiency and ride comfort. The body panels of the McLaren P1™ are also
made from lightweight yet strong carbon composite, with their complex shapes tuned
for optimal aerodynamics.
The McLaren P1™ was designed from the outset to prioritise aerodynamic
performance - just like a Formula 1 car. As with a Formula 1 car, wind tunnel testing
and CFD (computational fluid dynamics) aerodynamic modelling were used to
optimise the aerodynamic flow, both to provide incredible levels of downforce and to
cool the powertrain. The result is 600kg of downforce at well below maximum speed
(257 km/h / 161 mph) in Race mode, which is considerably higher than most other
high performance supercars, and more in line with the levels of downforce generated
by a GT3 racing car. This downforce improves the car's cornering ability, especially in
high speed corners. Balance, agility and controllability are all outstanding.
Other areas of Formula 1 technology evident on the McLaren P1™ include the
revolutionary layered carbon ceramic brakes, developed for the road by McLaren's
Formula 1 partners Akebono. The highly efficient IPAS (Instant Power Assist System)
is a development of KERS (Kinetic Energy Recovery System) used on Formula 1
cars, while DRS (Drag Reduction System) is also used on the McLaren P1™, giving
extra power and straight-line speed both at the touch of a button. Brake Steer - an
outlawed Formula 1 technology - is also used on the McLaren P1™. It improves
cornering behaviour and cornering speed.
„The carryover Formula 1 technology on the McLaren P1™ is palpable,. notes Dick
Glover, Research Director. „From the aero work, to the carbon fibre MonoCage
monocoque and body, to the active suspension [now banned in Formula 1] to the
Brake Steer [now banned in Formula 1], to the turbocharging [which comes back into
Formula 1 in 2014], to many other engine examples including the low crankshaft and
dry sump lubrication..
The IPAS petrol-electric powertrain also ties in with upcoming Formula 1 regulations.
From next year, Formula 1 cars will have hybrid power, including an electric mode for
the pit lane.
The McLaren P1™ name is also inspired by Formula 1. P1 refers to 'first place' or
'position one' - particularly fitting as McLaren has 182 Grand Prix victories and 155
pole positions to-date, in its 47-year Formula 1 history. There is also heritage in that
name: the McLaren F1 was initially known internally within McLaren as Project 1, or
P1.
Despite the huge performance, the McLaren P1™ is also a refined and comfortable
high-speed supercar. „It is designed to be driven to the racing circuit, with great levels
of comfort and refinement,. says McLaren P1™ programme director, Paul Mackenzie.
„And then to be used on the racing circuit, where it will offer an experience matched
only by purpose-built race cars..
Adds Chief Design Engineer Dan Parry-Williams: „It.s fast on the racetrack but still
fast, comfortable and refined on the road.
„The brief was to make a refined, fuel efficient car that is faster than anything else on
the racetrack but that is also as fast as anything you could use on the road while not
compromising ride or comfort..
The ownership experience with the McLaren P1™ will be as special as the car itself,
Greg Levine, McLaren Automotive Sales and Marketing Director explains: "Owners
will become part of the McLaren family, if they aren.t already. To maintain exclusivity,
we have closely monitored demand, and announced a production number of just 375
units - a figure that will ensure the McLaren P1™ will remain a rarity and, if spotted
on the road, an unforgettable sight."
The McLaren P1™ is very much an engineering-led design, as is the McLaren way.
Form follows function. Nothing is superfluous. Everything is designed for a reason, as
with a Formula 1 car.
The mid-engine two-seater design reflects the aerodynamic requirements needed to
meet the ambitious downforce target. But there was also clearly a desire to make a
very beautiful and striking 'supersports' car.
Says Chief Design Engineer Dan Parry-Williams: „The McLaren P1™ reflects the
brand.s core values. It celebrates aerodynamics, great packaging and light weight,
and is all about innovative technology. At the very beginning, we sought to develop a
car that you could drive to a racing circuit, then press a button and race it.
„The priority was high-speed performance matched with tremendous composure,
which would come mostly from the state-of-the-art aerodynamics. We wanted a car
that was connected and predictable at any speed..
The design team worked to a brief of 'light and agile'. The design had to be 'shrink
wrapped' around the mechanicals, making the car as compact and lightweight as
possible. Even the number of body panels - all made from lightweight carbon fibre -
was kept to a minimum. The strong carbon construction means they can 'multi-task' -
acting as aero-honed ducts and load-bearing supports. They are intricately shaped
yet superbly finished, helped by their strong carbon construction. There are only five
main panels: front clamshell, front bonnet, rear clamshell and the doors.
The McLaren P1™ sits extremely low (1,138mm height in Race mode) with a
substantially smaller frontal area than the (already small) 12C, and smaller than any
other series production super sports car. Cd is just 0.34 - very low considering the
enormous levels of downforce.
The incredibly low rear and pronounced rear haunches highlight the 'shrink wrapped'
design and efficient packaging. Importantly, the design gives superb airflow to the
large adjustable rear wing. The shape of the whole body, and the sculpted doors in
particular, are clearly shaped by the path of the air flowing over and around the car.
The 'shrink-wrapped' design concept, including the low rear deck, rear wing, inlets
and outlets, and teardrop-shaped glass canopy was initially produced as a three-
dimensional surface model by Chief Design Engineer Parry-Williams, and his team,
which defined all of the critical packaging and aerodynamic requirements. This was
evolved from current Le Mans car principles. This preliminary surfaces were
developed and refined throughout the Concept Design process to create the final
styled shape, while still respecting all of the aerodynamic, cooling, packaging and
manufacturing requirements. During this phase, details of systems such as the roof
snorkel engine air intake, radiator air intake systems, front underbody aerodynamics,
'low temperature' cooling system and engine bay cooling were all worked out in
detail. This involved extremely intensive detail engineering design, aerodynamic CFD
simulation for aero efficiency and cooling.
Parry-Williams explains: "An early mule prototype was built during this phase to prove
out the simulation results, while the design was still fluid. Developing the design to
this point before the styling process was essential in order to achieve the incredible
compactness, aerodynamic performance and overall design integrity."
Working closely with Parry-Williams, Design Director Frank Stephenson wanted a car
that was „striking but also functional, a real statement of intent. I wanted a genuinely
beautiful and dramatically honest "supersports" car, in keeping with the heritage of
McLaren but also at the forefront of automotive design.
„The engineering priority was unmatched aerodynamic performance. My role as a
designer was to make it look dramatic and beautiful.
„I wanted it to look like a Le Mans racer with that low body, long rear deck and open
mesh rear styling to put the mechanicals on view and to help cooling,. says
Stephenson. „Plus there is the most aggressive rear diffuser ever seen on a road car.
Like everything on the McLaren P1™, it.s there for a good reason..
The glasshouse on the McLaren P1™ was inspired by the canopies of fighter jets,
which creates a sense of flying. As with the 12C, the windscreen is deeper than it is
wide, which gives a feeling inside of lightness and airiness in the cabin. The front
cowl is especially low. Good visibility has always been a McLaren mantra. The two
glass solar-reflecting panels above the cockpit further improve visibility and airiness,
while the teardrop shaped canopy optimises the airflow to the rear wing.
The 'hammerhead' style nose looks dramatic, giving the car a low and wide stance
but, as with everything on the car, it also serves an important functional purpose. The
design serves to direct airflow to two front mounted low temperature radiators, which
cool the petrol engine's turbocharged air and the IPAS powertrain's electrical system.
The narrow LED headlamps, shaped in the style of the McLaren 'speed marque', give
superb illumination but are also very space efficient, optimising the frontal area that
can be used for cooling.
The distinctive shape of the bonnet vents are entirely dictated by function. These
direct the hot air exiting the front radiators, leaving a channel of clean, cold air to feed
the roof-mounted engine intake snorkel. The hot air directed over the roof of the car
helps to boost downforce, yet it is kept away from the car's flanks, ensuring fresh air
is ingested by the main side-mounted radiators.
At the rear, the LED taillights are invisible by day but offer attractive and ultra thin
strips of light by night. They are as thin as possible to maximize the surface area for
hot air to escape. This signature rear graphic, which highlights the very edge of the
bodywork, was inspired by sports prototype racers, says Stephenson. The rear of the
car is entirely open to aid cooling and to extract turbulent air from the rear wheel
arches and help aerodynamic flow.
Inspired by the F1 and by Formula 1
Stephenson said he was inspired by two cars from the brand's history when he and
his team designed the McLaren P1™: the iconic McLaren F1 road car of 1993, and
Lewis Hamilton's championship winning 2008 Formula 1 car, the MP4-23. He
explains: „The 2008 season was the last year they allowed Formula 1 cars to have all
the aero appendages. We had the MP4-23 in the studio for about a year, and we
studied every element of the car, which was styled for function, not beauty. However,
they still made the car look beautiful. The car.s scoops and slats influenced the style
of the McLaren P1™. Every duct and every surface does a job, either in aero or
cooling..
The McLaren F1 road car was a vehicle Stephenson tried to „recall but not imitate.
The greenhouse graphic on the side is similar, especially the rear three quarter
window. The dihedral doors are similar, so is the low front cowl and the side swage
lines. The roof snorkel is a feature carried over from the F1.. The snorkel itself forms
part of the carbon fibre MonoCage.
The dihedral doors of the McLaren P1™ are instrumental in the car's astonishing
aerodynamic performance. Unlike the 12C, they have two hinges not one. „Two small
hinges are lighter,. says Stephenson. „The door is also closer to the body when open..
Their complex shape helps channel clean air to the side mounted radiators, and also
cuts the turbulence normally experienced along the side of a car. Their scalloped
shapes are all part of Stephenson's philosophy to 'push in' surfaces, and create an
almost 'exoskeleton' approach.
„I wanted to take out as much visual weight as possible, to have a car that was really
lean; a car with absolutely no fat between the mechanicals and the skin. It.s as
though we stuck a tube inside and sucked all the air out, a dramatic honest shape but
also a very beautiful one. It was all part of the engineering and design approach to
fanatically take out weight..
McLaren has been engaging with potential customers actively in the last few months
to get their views on the McLaren P1™, about the car's styling. Their unanimous
verdict on the styling was not to change the car presented last September in Paris.
So unusually, the McLaren P1™ has translated to production form with very little
change. In fact just one, the addition of LTR ducts ahead of each of the front wheels
to further aid cooling and optimise downforce.
McLaren has closely monitored demand so as to maintain exclusivity, and announced
a production number of just 375 units.
The McLaren P1™ is groundbreaking through the technology and performance that it
offers, but it also optimises the emotions felt the driver and, through sensory
enhancements, the driver feels like part of the car, and more connected to the road
as a result.
Dan Parry-Williams explains: "When you drive the McLaren P1™, your senses are
being stimulated. The primary touchpoints for the driver have been optimised - the
steering and pedal feel - to give the greatest level of feedback, and make the driver
feel truly connected to what is going on with the car. And this emotional involvement
increases as you work through the different modes - E-mode, Normal, Sport, Track
and Race - with a real crescendo for the senses in the fully track-focussed Race
mode, and you really do feel part of the car."
Efforts were made to optimise the steering feel within the McLaren P1™, to ensure
that the driver feels directly connected to what is happening. The steering geometry
was finely tuned, and the steering ratio has been changed to just 2.2 turns lock-to-
lock, compared to 2.6 with the 12C. These changes enhance steering feel and
dynamic responsiveness of the car.
The 'feel' through the brake pedal has been refined to give the driver a improved
feedback and a greater feeling of connection with the wheels. This enhancement
means the braking system is much more progressive, giving a more intuitive brake
feel more akin to a racing car, allowing the driver to modulate the brakes more easily.
The throttle of the McLaren P1™ is tuned and calibrated to provide the same levels of
responsiveness, under very small inputs, in each gear. There are seven individual
throttle calibrations, which means that during acceleration and deceleration, a
constant rhythm is guaranteed for all gearchanges.
The pedal feel has been calibrated to ensure consistent feel in every gear, both in
IPAS drive mode, when the full 916PS (903 bhp) is available through the throttle
pedal, and also when the Boost button is pressed so the power from the electric
motor becomes available through the steering wheel-mounted IPAS button. This
feature gives a consistent, instantaneous throttle response, no matter which mode
the car is running in.
A new device, harnessing the raw exhaust note from the 3.8-litre twin-turbo V8 petrol
engine, together with an evolution of the ISG (Intake Sound Generator), and the
sounds of the pressure charging system, is clearly audible within the cabin to further
optimise the drama of the McLaren P1™. The visceral, exciting engine soundtrack
creates an aural experience that instantly matches throttle inputs.
Technical Director for McLaren Automotive Carlo Della Casa explains: "The McLaren
P1™ uniqueness is that it is without any filter. The experiences and emotions go
straight to the driver, and it is an extraordinary source of satisfaction."
McLaren is a global pioneer in carbon fibre technology. It introduced the first carbon
Formula 1 car (the MP4/1 in 1981), the world's first all-carbon bodied road car (the
F1, of 1993), and today it makes more carbon road cars than any other manufacturer.
Unsurprisingly, as the flagship for McLaren Automotive, the McLaren P1™ has a
carbon fibre monocoque, carbon fibre body panels and a carbon fibre interior. It is the
perfect material for strength, light weight, rigidity and durability.
Lightweight MonoCage carbon tub incorporates roof
The entire McLaren P1™ is built around its carbon fibre tub, as with the 12C, which
provides a protective cell for occupants and forms a light, yet immensely rigid,
structure to which the main components are fixed. On the McLaren P1™, the new
carbon fibre MonoCage forms a complete structure, incorporating - unlike the 12C -
the vehicle's roof and distinctive snorkel air intake, The MonoCage also includes the
IPAS battery and power electronics, while also meeting full FIA loads and all world
crash requirements. Despite these additions, the MonoCage weighs 90kg.
One of the lightest carbon fibre body structures in road cars
At just 90kg, the McLaren P1™ has one of the lightest carbon fibre full-body
structures used in any road car to date, and uses the most advanced carbon fibre
technology. A combination of Formula 1 style pre-preg autoclave technology and
precision resin transfer moulding (RTM) achieves a single piece. Every element of
the composite raw material used on the McLaren P1™ MonoCage, and the carbon
body, is bespoke. They are tailor engineered specifically to suit the extreme
performance and lightness requirements of the McLaren P1™, and the uniqueness of
the manufacturing technology. They cannot be found anywhere else but McLaren.
The Formula 1-style carbon includes fibres with stiffness modulus as high as 5000
GPa (more than twice the stiffness of steel), fibres with strength greater than 6000
MPa (more than five times the strength of the best grade titanium), and includes the
use of Kevlar fibres.
This high-technology tub gives numerous dynamic benefits. Occupant safety is
improved, the light weight improves performance and reduces emissions, agility is
improved, and the high torsional rigidity ensures accurate suspension geometry,
boosting ride and handling.
Pre-preg Formula 1-style carbon was specified for all body panels. The panels
incorporate carefully designed cooling ducts and aero surfacing, they need to be light
but strong. „One moulding has been designed to do as many jobs as possible,. says
Chief Design Engineer Dan Parry-Williams. „We followed the old Colin Chapman
diktat that "nothing is as light as nothing". Unnecessary components were removed. If
you can create mouldings that do as many jobs as possible, you have fewer parts
and less weight. I also hate brackets and nuts and bolts. We ruthlessly removed them
when at all possible..
This meant the carbon mouldings were more complex in shape, and more expensive
and time-consuming to design and build.
Strong yet very light carbon body panels
The front and rear clamshells are large single piece mouldings, which are strong yet
incredibly light. 'You can pick them up with two fingers,' notes Parry-Williams.
The front clamshell includes the moulded luggage bin, which offers 120 litres of
storage. The rear clamshell is fixed; it only comes off during servicing. Two service
flaps, just behind the roof, give access to fuel filler, oil High Power Density (HPD)
battery charger socket and coolant. The wheel arch liners - also made from pre-preg
carbon fibre - double as air intake ducts and mountings for the HPD, the IPAS
battery, charge air coolers and oil coolers and the clutch.
Inside the cabin, there is no floor carpet - it is unnecessarily heavy - and no sound
deadening. Even the glass has been re-engineered to reduce weight. The super
lightweight glass used in the roof has been chemically toughened, and is only 2.4mm
thick. The windscreen is only 3.2mm thick, including a plastic interlayer, and
compared to the 12C's 4.2mm screen, this saves 3.5kg.
The McLaren P1™ needed a powerful yet highly fuel-efficient powertrain that offered
superb throttle response. „These were essential qualities for the world.s best driver.s
car,. says Dan Parry-Williams.
High levels of power were crucial for the car to deliver the performance requirement:
to be faster, around a racing circuit, than any other production road car. Sharp throttle
response is a key requirement of any great driver's car. Fuel efficiency has always
been a McLaren mantra - great efficiency is the hallmark of quality engineering.
„The best all-round solution, we quickly deduced, would be a petrol-electric engine,.
says Parry-Williams. „It gives us very high levels of power, instant torque and terrific
fuel and CO2 figures. The result is a powertrain that feels like a very strong, normally
aspirated engine..
The twin-turbo petrol V8 and single electric motor - both mounted behind the cockpit
in a mid-engine position - have a combined output of 916PS (900 hp) and 900Nm,
with emissions of 194g/km. Power is driven to the rear wheels through a seven-speed
dual clutch gearbox.
The car can be driven in a variety of modes, powered solely by the electric motor, or
using a combination of the two.
Maximum power comes when using both engines together, but even in E-mode the
performance is strong. „It.s pretty cool to turn up, silently, in a million dollar McLaren,.
notes Paul Mackenzie, Project Director on the McLaren P1™.
In IPAS (Instant Power Assist System) mode, the battery is recharged using surplus
energy from the petrol engine - when decelerating, for example. It can also be
plugged in to recharge the battery.
IPAS, developed by McLaren, can provide up to 179PS (176 bhp) from the electric
motor, and can be deployed at the touch of the steering wheel-mounted button.
The 3.8-litre twin-turbo V8 petrol engine in the McLaren P1™ is a new version of the
M838T unit, called M838TQ. It is fitted with an all new pressure charging system to
optimise cooling and durability under the higher loads. The engine block has a unique
casting, to incorporate the electric motor and also to provide increased stiffness.
The turbochargers are new and run at 2.4 bar (compared to the 12C which runs at
2.2 bar), while the compressor and turbine housing are bespoke to McLaren. As with
the 12C and 12C Spider, the turbos are water-cooled and oil lubricated.
The petrol engine on its own produces 737PS (727 bhp) at 7300rpm, and 720Nm of
torque from 4000rpm. Naturally, the engine has dry sump lubrication, as on a
Formula 1 car, and a low sited flat plane crankshaft - to lower the centre of gravity.
Electric motor and instantaneous torque from IPAS
The single electric motor produces 179PS (176 bhp) and 130Nm of torque - although,
as it's geared by a multiple of two, it has an effective torque output of 260Nm. It has
been developed by the McLaren Electronics arm of the Group, and is unique to the
McLaren P1™. Like all electric motors, it can produce maximum torque instantly,
greatly increasing the throttle response of the McLaren P1™.
„It helps give extra torque anytime, anywhere, and comes in instantly,. notes Chief
Test Driver Chris Goodwin. „It makes a huge difference and fills in the holes in the
torque curve that you often get with turbo engines..
As the electric motor sharpens throttle response, so bigger turbochargers - which
traditionally inhibit throttle response - can be used to boost overall power. The
electric motor and 3.8-litre twin-turbo V8 petrol engine thus work seamlessly together,
serving up both instant throttle response and very high maximum power.
The electric motor has internal rotor cooling - unusual for an automotive electric
motor - which enables the engine to produce maximum performance for longer
periods, and an outer jacket is also used to further aid cooling of the electric motor.
The electric motor on the McLaren P1™ weighs 26kg, and produces more than
double the power of the KERS unit used in Formula 1 (179PS versus 82PS). The
additional power from the electric motor can be deployed through the IPAS button
mounted on the steering wheel.
The ground-breaking, lightweight battery pack used in the McLaren P1™, offers
greater continuous power density than any other car battery pack on sale today.
McLaren has prioritised power delivery over energy storage, and so the system is
designed to deliver power rapidly for high performance acceleration. The battery is
capable of providing instant additional power, which is accessible through pressing
the steering wheel-mounted IPAS button. This set-up can provide up to 179PS (176
bhp) and an electric range of over 10 kilometres on the combined European drive
cycle.
Energy, which would normally be wasted, is captured by the electric motor when
lifting off the throttle, and harvested in the battery, especially in higher gears. The
decision was taken to maintain a consistent feel during braking - crucial for
performance driving - and for this reason, direct braking kinetic energy regeneration
is not employed. „The priority is the driving experience,. notes Dan Parry-Williams.
In addition to the battery being charged via the engine, the McLaren P1™ is also
equipped with a plug-in charger which can recharge the battery, from empty, in as
little as two hours. The plug-in charger can be stored in the luggage compartment,
although the customer may choose to store it off-board - in a garage or the pits - to
save weight.
The 'Charge' button on the fascia allows the driver to recharge the battery quickly,
using the V8 engine as a generator, in preparation for electric-only use (to extend
range) or for a hot lap (where maximum additional electric power can be utilised).
The high power density has been achieved through a combination of ultra high power
cells, low pack weight and an innovative cooling system. The battery weighs just
96kg, and this is crucial in optimising the performance of the McLaren P1™. It is
mounted between the cabin and engine bay for best weight distribution, within the
high-strength Formula 1-grade carbon fibre MonoCage chassis. This seals the unit in
the vehicle, thus avoiding the added weight of any unnecessary battery packaging.
The battery itself uses six modules, each of 54 cells (324 cells in total), and uses a
Battery Management System (BMS) with active cell balancing, which is able to
transfer charge from cell to cell to maintain accurate balance throughout the power
pack, thus ensuring optimum performance and durability. Due to the amount of power
being supplied by the battery, complex cooling is required to guarantee cell
performance and reliability. The coolant flow is balanced to ensure each cell is cooled
to the same temperature across the entire pack. Two extremely accurate and fast
safety-critical monitoring boards are fitted to each cell module, reporting on battery
cooling, state of charge and battery health.
The electric motor is integrated into the 3.8-litre twin-turbo V8 petrol engine, and
drives a dual-clutch seven-speed gearbox. All drive - either in electric or IPAS mode
- goes through the gearbox. As the electric motor can be decoupled from the petrol
motor, so the car has, in effect, three clutches.
The gearbox is an uprated version of the unit found in the 12C, but additional cooling
is required to manage the more powerful IPAS petrol-electric powertrain. Two air-
blast clutch coolers are also fitted to optimise oil cooling.
Manual gear-shifting is by paddles mounted on a rocker behind the steering wheel: to
upshift pull with the right fingers or push with the left, and vice versa to downshift. The
paddles are made from carbon fibre and optimised for weight-saving. They have also
been ergonomically designed to allow ease of use whilst also operating the IPAS and
DRS buttons.
The default for the McLaren P1™ is a fully-automatic mode, which is especially useful
for city driving. The paddles can also be used while in automatic mode, and a fully
manual gearchange can be selected via a button on the Active panel. In E-mode, the
McLaren P1™ always drives in automatic.
The E-mode is the most economical mode available with zero tailpipe emissions and
almost silent running. Where possible, the car will drive in electric-only power, but
should there be insufficient battery power, the petrol engine will automatically start.
The car is also eligible to drive in towns or cities that may restrict or ban internal
combustion engine vehicles.
In E-mode, the McLaren P1™ can travel more than 10km - enough for most city
journeys - and at speeds of over 160km/h. When the battery is empty, the petrol
engine will automatically start to maintain drive and charge the battery. Performance
remains the same as in electric-only drive. This is achieved through an ECU map
restricting performance to the equivalent of the electric motor.
E-mode is selected before setting off via the E-mode switch on the dashboard prior to
switching on the ignition. If already on the move, the powertrain will then instantly
change to electric power when the E-mode button is pressed.
By pushing the Charge button (next to the E-mode button), the petrol engine will
quickly recharge the battery. When the battery is fully recharged, in E-mode the petrol
engine will stop automatically. Recharging the battery in this way takes only 10
minutes.
In E-mode, the twin clutch seven-speed gearbox will change gear automatically.
Operating the paddles will have no effect. The handling settings are the same as the
Normal suspension mode. It is not possible to select other handling settings.
IPAS petrol-electric mode
The default mode for the McLaren P1™ is in IPAS drive, when both petrol and
electric motors combine. Together, combined power is 916PS (903 bhp) and torque
is 900Nm - although this is limited to protect the clutch.
The electric motor does far more than just add extra ultimate power and torque. The
instant response of the electric motor provides sharper throttle response that is
normally associated with a normally aspirated motor. This is especially beneficial
when mated to a petrol engine using large turbochargers. „It.s particularly useful just
after gear shifts to "fill in" the torque gap when the turbos are responding,. says Chief
Test Driver Chris Goodwin. A further benefit is that the electric motor can provide
faster upshifts. This is achieved by the electric motor providing negative torque, which
makes the engine revs drop as quickly and efficiently as possible to the required
engine speed for the upshift.
The use of an electric motor, and an all new pressure charging system, enables the
McLaren P1™ both to have sharper throttle response and more top-end power - the
perfect combination for high performance.
Unlike many other powertrains that use both petrol and electric power, the petrol
motor on the McLaren P1™ is always active - unless it's in E mode. It will not
continuously cycle between drive modes. „We didn.t even try to do it,' says Dan
Parry-Williams. „We felt that it would detract from the driving experience to have more
unexpected engine starts than absolutely necessary. Believe me, you.d notice if a
737PS petrol engine suddenly starts up behind you.' At standstill, such as at traffic
lights or a junction, the petrol engine will switch off automatically when the brake
pedal is depressed, and restart again when released.
IPAS drive operates in Normal, Sport, Track and Race modes.
In addition, the McLaren P1™ has a separate button marked Boost located on the
centre console, which diverts up to 179PS (176 bhp) of power and 230Nm of torque
from the electric motor through the steering wheel-mounted IPAS button. The system
operates only when close to full throttle.
The IPAS button provides additional instant power when Boost is on and, when
pressed, deploys the full power and torque available. Unlike Formula 1, there is no
time limit to IPAS being deployed in a single press. The total amount of extra power
and torque depends on the battery's state of charge (SOC) and its operating
temperature. IPAS can be deployed in all powertrain settings.
There is also a Launch mode, for maximum standing start acceleration. This can be
operated in all powertrain modes, apart from E-mode. ESC (Electronic Stability
Control) can be deactivated in either Track or Race mode. With the DRS button
depressed, the wing remains stowed to minimise drag.
The McLaren P1™ is also fitted with a vehicle lift system, which raises the height of
the vehicle 30mm front and rear. This increases the approach and departure angles,
and ground clearance is optimised to aid manoeuvrability over ramps and uneven
surfaces. The system will remain in the raised state at speeds of up to 60 km/h. If this
speed is exceeded, the vehicle will return to its normal ride height.
Performance of the McLaren P1™ is, unsurprisingly, astonishing. Top speed is
electronically limited to 350 km/h, while standing start acceleration figures are even
more amazing: 0-100km/h in 2.8 seconds, 0-200km/h in 6.8 seconds and 0-300km/h
in 16.5 seconds. By comparison, the McLaren F1 road car did 0-100km/h in 3.2
seconds, 0-200km/h in 9.4 seconds and 0-300km/h in 22 seconds.
When the Active panel is not switched on, powertrain and handling are both
automatically set to the default Normal mode, and the car changes gear
automatically. Pushing the Active button empowers the suite of high performance
controls - including Sport and Track suspension and powertrain settings (activated by
rotary switches beneath the Active button), IPAS and DRS (activated by steering
wheel-mounted buttons), Launch mode (a button on the dash), manual gear change
(push the Manual button) and the active aero and suspension settings. The Active
button must also be on before the Race mode can be engaged.
When Race mode is selected, the car automatically lowers by 50mm, and stiffens the
suspension through the use of hydraulic springs. This mode gives bespoke roll and
damper settings, and spring rates increase by up to 300 per cent.
The Formula 1-style Inconel exhaust system is designed to be light and has been
designed so that it follows the most direct route from the engine out to the back of the
car, minimising weight. At 17kg in total, it is five kilograms lighter than the already
light 12C system.
The rear of the chassis was engineered to optimise the route taken by the exhaust
pipe, to follow the shortest course possible. By taking this action and keeping the
exhaust low, the design team were able to keep the rear of the car extremely low.
The angle of the exhaust exit has been optimised to match the angle of the rear of
the car, helping to create downforce. Exhaust gases exit under the rear wing creating
an area of low pressure.
The McLaren P1™ was designed from the outset in a wind tunnel and using CFD
(computational fluid dynamics) aerodynamic tools - just like a Formula 1 car.
McLaren Racing's former head of Formula 1 aerodynamics, and now head of vehicle
technology, Simon Lacey, was responsible for its aero performance.
This optimal level of aerodynamic performance produces incredible levels downforce
- up to 600kg, which is more than any other production road car to date. „The levels
of downforce produced actually makes driving easier as well as faster,. says Lacey.
„As you build your speed, you actually feel you have greater control as the levels of
downforce increase the car.s grip on the track.
„Every panel, air intake, and air exhaust was designed to guide clean air into the
ducts from the most efficient places and to maximise cooling,. says Lacey. „That.s
partly why the body is so compact, and looks so "shrink wrapped". The unusual door
ducts draw air into the cooling circuit, the low body helps air get to the rear wing as
quickly and effectively as possible, and the rear deck is extraordinarily low, just like a
sports racing car. The extreme teardrop shape of the glasshouse guides more air
more efficiently to the rear wing..
The 600kg of downforce is achieved in Race mode, when the car sits at its lowest
ride height and has its rear wing fully extended. However that level of downforce is
achieved at 257 km/h - well below maximum speed (of 350 km/h). This was a
deliberate decision to optimise downforce for 'real world' track corners. „There is little
point in having maximum downforce at V max as you.re unlikely to find a corner that
can be taken at V max,. says Chief Test Driver Chris Goodwin.
The downside of so much downforce at 257 km/h is that, if the aerodynamics were
fixed - rather than actively adjustable - the downforce would be so great at maximum
speed that the suspension would have to be reinforced. This would add weight for no
benefit in track performance. This problem is overcome through the use of active
aerodynamics. The McLaren P1™ trims its front and rear wings to spill downforce as
the speed increases over 257 km/h ensuring optimum performance.
Active aerodynamics - adjustable front and rear wings
The large rear wing sits flush with the rear bodywork when stowed, but adjusts
automatically to boost downforce and optimise aerodynamics. It can extend by
120mm on the road and, when Race mode is activated through the button on the
fascia, by 300mm on a racetrack.
When deployed, the pitch of the wing also changes to optimise the levels of
downforce, increasing by up to 29 degrees. The double element rear wing profile has
been developed using exactly the same methods and software as the Vodafone
McLaren Mercedes MP4-28 Formula 1 car. The rear wing can provide a similar
function to the Airbrake seen on the 12C and 12C Spider, but it is actually still
working like an inverted aeroplane wing. The wing produces significantly higher levels
of downforce on the rear of the car than the Airbrake system, ensuring the rear
brakes work much more effectively. With the McLaren P1™ in Race mode, under
braking, the rear wing can offer up to three times the level of downforce generated by
an Airbrake.
In addition to the adjustable 'active' rear wing, the aerodynamic performance of the
McLaren P1™ is optimised using two flaps mounted under the body ahead of the
front wheels. These are also actively controlled, and change angle automatically to
optimise performance, optimising downforce and aero efficiency, increasing both
speed and grip. The flaps operate through a range of 0-60 degrees.
The rear wing and front flaps work in conjunction with each other to maximise
handling, braking and straight-line performance. The active aerodynamics ensures
totally consistent handling and driving behaviour.
The underbody of the McLaren P1™ is smooth and, as with the body panels and
MonoCage chassis, made from carbon fibre. This flat surface beneath the car also
helps to generate 'ground effects' suction, boosting downforce.
„On a track, the McLaren P1™ would display similar levels of performance to a Le
Mans sports racer, thanks to its aerodynamic shape,. adds Simon Lacey. „It would
have a level of racetrack performance never before seen in a series production road
car..
Every design detail optimises aerodynamics, from the door shape, which is designed
to funnel air with maximum aero efficiency, to the numerous ducts, to the wheel-arch
shapes to the snorkel intake on the roof. The latter detail also ties in with Grand Prix
design, and was an iconic feature of the seminal McLaren F1 road car.
The variable ride height suspension lowers the car by 50mm in Race mode. This
'squeezes' the air flowing beneath the body, creating ground effect suction, planting
the car to the road at higher speeds.
The aero performance, says Chief Test Driver Chris Goodwin, puts the McLaren
P1™ 'in a different league from anything else. „Having raced Le Mans cars, I have a
good handle on what they.re like, and we.re up there in that ballpark with this car. In
fact, in some ways we.re better because we have more technical freedom. They have
aerodynamic and suspension restrictions to adhere to, which we don.t have to work
to with a road car.
„The astonishing thing about the McLaren P1™ is that it feels like a really fast super
sports car on the road - really fast - but it feels like a really good racing sports car on
the track. I don.t think that.s ever been done before..
DRS, or Drag Reduction System, is used in Formula 1 to offer increased straight-line
speed, and it is also used on the McLaren P1™. Speed is increased by reducing the
amount of drag on the rear wing, and while a Formula 1 car achieves this with a
moveable flap on the rear wing, on the McLaren P1™, DRS reduces the angle of the
rear wing to zero.
The DRS function is operated by a button on the steering wheel, and takes
approximately half a second to flatten the angle of the rear wing. With DRS enabled,
the level of drag is reduced by 23 per cent. The system immediately deactivates
when the button is released, if the driver touches the brake pedal, or if steering input
is detetcted.
The McLaren P1™ uses an innovative hydro-pneumatic proactive suspension, called
RaceActive Chassis Control (RCC), which gives a wide range of adjustment through
variable ride height and spring rates, and adaptive roll control and damping. This
system means the McLaren P1™ is extremely versatile, and ensures it is perfectly
tuned for use on either road or track. At its lowest track setting, just 1,174mm, the car
can corner at 2g - astonishing for a road car on road legal tyres.
Suspension - RaceActive Chassis Control (RCC)
The latest 'ultimate' car from McLaren has one of the most advanced suspension set-
ups ever fitted to a road-legal car. The hydro-pneumatic RaceActive Chassis Control
(RCC) system decouples roll and heave stiffness, and can also vary ride height. This
system gives major advantages in ride, handling and grip, and can be changed by the
driver to suit personal preferences. Handling and comfort can both be optimised,
without the usual dynamic trade-offs.
All four wheels are independently controlled, and each has its own actuators with
pistons for two different circuits, one for roll and one for heave, meaning these
functions are separate. Decoupling these dynamic situations improves ride and
handling.
The damping is adaptive, controlling suspension movement proactively, always
ensuring an excellent balance of ride comfort, grip and handling.
The RCC system includes lightweight carbon fibre accumulators, filled with nitrogen,
to provide heave stiffness, while roll stiffness comes from two further accumulators,
similar to the McLaren 12C. Small springs on each corner maintain the static height
of the car. Additionally, the suspension system is self-levelling which, in normal
model, will compensate for passengers and fuel to a tolerance of 4mm.
The suspension principle is a development of the ProActive Chassis Control system
found in the 12C, but more advanced. The system in the 12C uses similar hydraulic
circuits to control roll, but heave is controlled conventionally with coil springs.
Through the use of RCC, the McLaren P1™ does away with the need to use anti-roll
bars, which are heavy and compromise ride quality. The system makes them
redundant, as it allows the car to maintain precise roll control under heavy cornering
while decoupling the suspension in a straight line for excellent wheel articulation and
compliance. When the car transitions into Race mode, not only the ride height
changes, but also the suspension stiffness and damping increases significantly to
achieve race car-like body control. However, these changes do not come at the
expense of remarkable compliance and driver comfort.
True to McLaren's 'and' car principles - whereby its sports cars offer astonishing
handling 'and' executive car levels of ride comfort - the McLaren P1™ delivers a
supple ride at low speeds and racing car sharpness at high speed or on the circuit. In
full Race mode, the car has almost no roll - like a Formula 1 car.
Another technological development which features on the McLaren P1™ is Brake
Steer. This is a development of Formula 1 technology, used successfully by McLaren
on the 1997 MP4-12, before it was subsequently banned, as it offered a clear
performance advantage.
The system aids cornering by bringing the vehicle's nose tighter into the apex. It uses
the same hardware as the Electronic Stability Control (ESC) system, therefore
requiring no additional components, and therefore no additional weight. Through
applying braking forces to the inside rear wheel when the car is entering a corner too
quickly, the system allows later braking into corners and earlier power delivery on
exit.
Adds Dick Glover, Research Director: „The McLaren P1™ has lost little in comfort
compared with the 12C, but it has gained massively in performance. In other words,
the size of the envelope of the McLaren P1™ is even broader than the 12C - and
that has the broadest capability of any high speed sports car on sale today..
Vehicle modes - Normal / Sport / Track / Race
The McLaren P1™ has four suspension settings - Normal, Sport, Track and Race
modes. The first three settings are selected via a rotary switch. Race mode is
selected via a button on the fascia.
The first three modes (Normal, Sport and Track) adjust roll control system pressure,
adaptive damping and ESC settings. The active aero wing and flap positions are also
changed, while ride height and heave stiffness remain the same in each of the
modes. Each setting ensures the ideal behaviour for comfortable cruising, dynamic
road driving or track activity respectively.
The Race button makes it easy to quickly change the road-going McLaren P1™ into
a fully-focussed track car. When the Race mode is selected, roll stiffness, ESC,
damping and the active aerodynamics are all adjusted, and so is heave stiffness and
ride height. The car set up changes to optimise downforce and ultimate track
performance, lowering by 50mm, and the rear wing extends by 300mm. This
transition into Race mode takes approximately 40 seconds.
Roll stiffness changes by a factor of 3.5 between Normal and Race modes, while
heave and pitch stiffness increases by a factor of 1.4.
Dan Parry-Williams explains, „The McLaren P1™ is very fast and capable as a road
car. But in Race mode, it produces the same downforce as a Le Mans GT3 racing
car.
„It.s a tall order to change the aerodynamics and dynamics of a car, to make the
suspension stiffer and to get closer to the road, all at the touch of a button, but that.s
exactly what we have done. You don.t need a team of mechanics and a truck with
different springs and dampers and wings in order to fully enjoy the McLaren P1™ on
the track..
Adds Parry-Williams: „A stiff, stable platform is essential when the car is in Race
mode. You can.t have body roll or grounding, not when the downforce loads are that
big. You can.t change the geometry of that space underneath the car, otherwise you
shift the aero balance with serious effects at very high speed. You have to have
extremely stiff springing and damping to cope..
Owing to the astonishing performance of the McLaren P1™, tailor-made wheels have
had to be designed and developed. The 19-inch front and 20-inch rear wheels are
made from a novel high strength aluminium alloy, and forged to a design which offers
strength and lightness This is the first time that the material has been used for wheels
on a production car, having previously been used for military applications.
The elegant 10-spoke design provides the most efficient weight/strength ratio. As with
other areas of the McLaren P1™, a major focus was on optimising the weight of the
wheels, resulting in the design weighing less than the 12C's Super-lightweight
optional wheels despite being wider. The 19x9J front wheels weigh 7.94kg each,
while the rear 20x11.5J rims are 9.72kg. A single wheel design is available, in a silver
or stealth finish.
Tyres developed with Pirelli
The tyres for the McLaren P1™ are specially developed P Zero™ Corsas, which
have been developed with Pirelli, McLaren's technology partner and sole tyre
supplier. The team at Pirelli has been involved throughout the entire development
programme of the McLaren P1™, and this has seen the tyre testing phase integrated
into the entire schedule, as a key performance component. This has ensured the
compound and construction has been developed and optimised during testing. The
end result is a tyre that is finely tuned specifically to the performance and handling
characteristics.
In order to develop tyres that complement the McLaren P1™'s characteristics, Pirelli
called upon the experience gained in Formula 1 and all its other motorsport activities,
also making use of computer simulations that replicate all usage conditions and
stresses to which the tyres are subjected.
The construction of the tyres is much closer to a racing tyre than a conventional road
car tyre. This is necessary to cope with the high loading due to the downforce in Race
mode, and the specially formulated rubber has a much stiffer construction both
vertically and laterally than normal high-speed sports car tyres.
Pirelli's engineers have developed an innovative tyre solution capable of
guaranteeing maximum stability and handling. The asymmetric design allows the tyre
to remain sufficiently rigid even when subjected to different weight transfers, and
ensures superior contact with the ground, even under cornering and braking, working
in harmony with one of the most advanced suspension systems in the world. Despite
this rigid compound, the tyre and suspension system have been developed together
to ensure ride quality is not compromised in non-Race modes.
The tyre belt, bead and sidewall construction are all bespoke to suit the unique
requirements of the McLaren P1™. Different structures were designed and
developed for the front and rear tyres which ensure torque is cleanly transmitted and
traction is optimised. In order to withstand high lateral forces of up to 2g through
corners, the bead design on the rear tyres is also asymmetric.
The work carried out on the structures naturally also required the use of innovative
compounds, utilising cutting-edge polymers, which improve stability and resistance to
stress. Through the use of these compounds, the tyres now reach optimum operating
temperature even more quickly, guaranteeing high grip levels and underlining the
tyre's rapid reaction to direction changes.
The tread pattern is a development of the Pirelli Corsa design, which has been
enhanced to make the intersection of the inner sidewall and the tread have a specific
aerodynamic profile, to boost the aero performance of the tyre.
These special asymmetric tyres come in one size only: 245/35ZR19 at the front and
315/30ZR20 at the rear.
The McLaren P1™ is designed to offer the same braking performance and capability
of a GT3 or Le Mans sports racing car. They are a step ahead of any 'supersports'
car sold today. Developed specially by McLaren's Formula 1 partner Akebono, the
system features a new type of ceramic carbon disc, never before used on a road car,
but which has undergone some of the most demanding and extreme testing.
Prior to being used on the McLaren P1™, and in Formula 1, the material was first
used on the Ariane space rocket programme for its heat-resistant qualities. Stronger
than conventional carbon ceramic, this material dissipates heat more effectively, and
can absorb 50 per cent more energy through the contact patch between the disc and
the pad, than the carbon ceramic brakes on the 12C.
The carbon ceramic discs are infused with a surface layer rich in silicon-carbide -
one of the hardest substances known to man. This specially developed highly durable
ceramic layer coats the friction surfaces which not only gives superior stopping
capabilities but also an attractive mirrored finish.
Akebono has applied Formula 1 technology and expertise throughout, and focused
on each aspect of the brake systems and including materials, structure and surface
processing, to ensure optimal performance in every area. This produces a highly
reliable and efficient brake system that boasts significantly reduced weight,
exceptional cooling capability, the ability to withstand high temperatures and maintain
rigidity.
The brakes typically run cooler than conventional carbon ceramic but in extreme
conditions - such as high-speed track work - they are able to run at very high
temperatures without the degradation that would be experienced by conventional
carbon ceramic discs. As a result of the discs being able to operate at higher
temperatures, they can be smaller and lighter than would otherwise be required. The
disc sizes are 390mm at the front, and 380mm at the rear.
The bespoke brake pads are produced in conjunction with Akebono, and mounted in
Akebono aluminium monoblock opposed callipers, six-piston at the front and four-
piston at the rear, which use Formula 1 technologies to deliver light weight and
minimise drag.
The braking system has been fully tailor-made to meet the exacting requirements set
out by the McLaren P1™, both in terms of performance and weight. Performance of
the system is similar to a Le Mans racer, meaning the McLaren P1™ will stop at
close to 2g, while offering a weight saving of more than 4kg. „Most "supersports" cars
can suffer during braking on really fast circuits, such as Le Mans, Silverstone or
Monza,. says Chief Test Driver Chris Goodw