RE: Chris Harris video: The McLaren P1 tech
Thursday 27th February 2014
So Chris got his drift on with the P1 last week, and a fabulous video it made too. This week, in a slight change to the original Drive schedule, we have the lowdown on the amazing tech behind the new McLaren.
Chris Harris video: The McLaren P1 tech
Chris from PH chats with Chris from McLaren on all the P1's fascinating details
It's crammed full of nerdy delight, some you will have heard last week but a lot that's entirely new. There's Chris Goodwin's on the ICE-only P1 prototypes and plenty of discussion about turbos, torque fill, race mode and the 'ring. It's half an hour of geeky pleasure in case the 3,000 word P1 review is a little daunting...
However if the review, the first video and this tech fest isn't quite enough to satisfy your craving for P1 knowledge, don't forget to check out Chris's blog on its differential too.
Normal service (without McLarens) to be resumed next week!
Discussion
I think the level is spot on. Not too basic that it's boring (the design spec of the car helps) and not too technical to bamboozle.
I could watch that sort of things for years. The look of two naughty schoolboys chatting around a car that is exciting in so many ways is great to see.
As has been said, these non driving videos are great and make a nice change to just going sideways in cars - which is getting a bit tiresome. Less sideways and more on the limit driving, which is more typical of an owner's behaviour would be great for future videos.
I could watch that sort of things for years. The look of two naughty schoolboys chatting around a car that is exciting in so many ways is great to see.
As has been said, these non driving videos are great and make a nice change to just going sideways in cars - which is getting a bit tiresome. Less sideways and more on the limit driving, which is more typical of an owner's behaviour would be great for future videos.
The cooling requirements, for anyone interested, on a hybrid system is definitely - in terms of kW - biased towards the engine. The battery pack doesn't require that much kW heat rejection but it does need to stay at a VERY stable temperature point. And that point is circa 40C. That means you can't use the standard coolant circuit you would use for the engine. The controller/inverter has the same requirement roughly.
Dave Hedgehog said:
only one problem "how does it make blue flame!!!!"
Pretty much all cars make blue flames when been driven at high power outputs. It's just that normally you can't see them due to the exhaust. The difference with these modern hypercars is that they have managed to reduce exhaust system mass and bulk by reducing it's length, and as such, the hot gases exiting the catalyst, which at at around ~1000 degc, simply oxidise when they hit the atmosphere, and as they do so they look pretty much like the flame of a blow torch. In a more normal car, the exhaust exit temp is down around 600degC, due to the higher system volume and greater length. That means the gases tend to oxidise with a yellow flame.Max_Torque said:
Dave Hedgehog said:
only one problem "how does it make blue flame!!!!"
Pretty much all cars make blue flames when been driven at high power outputs. It's just that normally you can't see them due to the exhaust. The difference with these modern hypercars is that they have managed to reduce exhaust system mass and bulk by reducing it's length, and as such, the hot gases exiting the catalyst, which at at around ~1000 degc, simply oxidise when they hit the atmosphere, and as they do so they look pretty much like the flame of a blow torch. In a more normal car, the exhaust exit temp is down around 600degC, due to the higher system volume and greater length. That means the gases tend to oxidise with a yellow flame.Max_Torque said:
Dave Hedgehog said:
only one problem "how does it make blue flame!!!!"
Pretty much all cars make blue flames when been driven at high power outputs. It's just that normally you can't see them due to the exhaust. The difference with these modern hypercars is that they have managed to reduce exhaust system mass and bulk by reducing it's length, and as such, the hot gases exiting the catalyst, which at at around ~1000 degc, simply oxidise when they hit the atmosphere, and as they do so they look pretty much like the flame of a blow torch. In a more normal car, the exhaust exit temp is down around 600degC, due to the higher system volume and greater length. That means the gases tend to oxidise with a yellow flame.Oh dear, what a shame. A technical tour de force. 95% of the owners will never understand it's technical ability. 95% will never get anywhere near it's ability. And virtualy nowhere in the world will you be able drive the b
ks off it, unless you pop onto the local race track, and drive it in circles. And I can't bloody well afford one. Life sucks.
ks off it, unless you pop onto the local race track, and drive it in circles. And I can't bloody well afford one. Life sucks.robinessex said:
Oh dear, what a shame. A technical tour de force. 95% of the owners will never understand it's technical ability. 95% will never get anywhere near it's ability. And virtualy nowhere in the world will you be able drive the bks off it, unless you pop onto the local race track, and drive it in circles. And I can't bloody well afford one. Life sucks.
That's whole untouchable mystery of it...ks off it, unless you pop onto the local race track, and drive it in circles. And I can't bloody well afford one. Life sucks.This is the same topics as the other video, but obviously less stuff cut out.
It's a good watch and nice to see.
However I'd like to hear lots more about *why* they did what they did.
It's these things I suppose the engineers will know the answers to, but they pose the most interesting technical feedback. Anything is achievable within reason, but why go one way vs another.
For instance, the LaFerrari is NA V12 with hybrid post gearbox, P1 is turbo FI with hybrid pre-gearbox, 918 is V8 NA hybrid pre-gearbox and post-gearbox with awd.
All three are vastly different, but all hugely impressive.
So the question is WHY McLaren went the way they did because it's obviously not the only way to huge performance etc.
The P1 also clearly has a lot of vehicle data flying around wrt the suspension system knowing how to react, so why is the rear wing not dynamic. The car will know from driver inputs what is likely to happen so why not save some drag.
Indeed if they were really clever they could save drag but offset the saving with some regeneration into the hybrid system so the driver wouldn't notice a difference but would get regeneration.
That would then let them use the DRS button more often, or go faster.
It's a very interesting car still, but I'd really love to hear more about the why.
Any chance you can do one with the Porsche 918. Imo that is the hidden gem among these latest hyper-hybrids from a car fitting a wide brief with excellent engineering compromises.
Ie, batteries get hot, so use an NA motor that blows heat right out the top. McLaren, batteries get hot, lets add turbos and send the exhaust inside the engine bay for ages
Why, why why why
Dave
It's a good watch and nice to see.
However I'd like to hear lots more about *why* they did what they did.
It's these things I suppose the engineers will know the answers to, but they pose the most interesting technical feedback. Anything is achievable within reason, but why go one way vs another.
For instance, the LaFerrari is NA V12 with hybrid post gearbox, P1 is turbo FI with hybrid pre-gearbox, 918 is V8 NA hybrid pre-gearbox and post-gearbox with awd.
All three are vastly different, but all hugely impressive.
So the question is WHY McLaren went the way they did because it's obviously not the only way to huge performance etc.
The P1 also clearly has a lot of vehicle data flying around wrt the suspension system knowing how to react, so why is the rear wing not dynamic. The car will know from driver inputs what is likely to happen so why not save some drag.
Indeed if they were really clever they could save drag but offset the saving with some regeneration into the hybrid system so the driver wouldn't notice a difference but would get regeneration.
That would then let them use the DRS button more often, or go faster.
It's a very interesting car still, but I'd really love to hear more about the why.
Any chance you can do one with the Porsche 918. Imo that is the hidden gem among these latest hyper-hybrids from a car fitting a wide brief with excellent engineering compromises.
Ie, batteries get hot, so use an NA motor that blows heat right out the top. McLaren, batteries get hot, lets add turbos and send the exhaust inside the engine bay for ages
Why, why why why
Dave
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