McLaren P13 2015
The McLaren P13 hyper car will debut in 2015 says a report from
AutoEvolution. This vehicle which has already been spotted on multiple
occasions is the direct successor to the McLaren P1. When launched, it
will be the third car to make use of the MP4-12C underpinnings and
platform.
It is expected to make use of the same engine that powers the P1 and
the MP4-12C supercar. This means a twin turbocharged 3.8-litre V8 mill
that is expected to produce a much ‘lesser’ 450bhp and around 500Nm of
torque.
It is expected to be priced at around 120,000 GBP (Rs 1.21 crore) and
by the look of it will become a Porsche 911 and Jaguar F-Type rival.
Cars from the McLaren stable have always been known to be nerdy and
precise in terms of what they can offer you and we expect this one to be
no less, so the P13 so should be just as fun to handle.
If you're reading this, you're either an interested observer or a
potential second owner of the 2015 McLaren P1. The boutique British
automaker says each of the 375 examples of the P1 has already sold.
That's bad news for anyone seeking what may be the "purest" driver's
car among today's exotics, a class that includes the Ferrari LaFerrari,
Lamborghini Aventador and the Porsche 918 Spyder.
Regardless of whether you dream or scheme for the P1, it is a car of
superlatives. Each body panel and the entire two-seat passenger cell
are made of carbon fiber. Active aerodynamic features, including front
and rear wings, come alive at triple-digit speeds. The windswept cabin
glass is inspired by fighter jet canopies. The P1, McLaren says, covers
zero to 60 mph in just 2.8 seconds en route to a top speed of 217 mph.
It's a small surprise, then, that the McLaren P1 achieves its
meteoric performance through relatively modest hardware. A
twin-turbocharged V8 engine behind the cockpit powers the P1 with 727
horsepower and 531 pound-feet of torque. An electric motor adds more
power and immediate throttle response, contributing to a total output
of 903 hp and 664 lb-ft. A seven-speed automatic transmission with
manual control routes power to the rear wheels.
The P1 offers five dynamic modes. Most drivers will spend their time
in Normal, Sport and Track modes, the latter two of which bolster
engine, suspension and steering response. Hard-core owners who opt for
Race mode will see the P1 lower its ride height, stiffen its suspension
and deploy its rear wing for unearthly amounts of traction. "E-mode,"
meanwhile, decouples the electric motor from the gasoline engine,
enabling more than 6 miles of range at speeds of up to 100 mph on
battery power alone.
The P1 isn't without compromise, however. There's neither carpeting
nor sound-deadening. Scant luggage space means short roads trips. The
price? It includes six zeroes. Yet these are minor quibbles to buyers
seeking one of today's ultimate performance cars, one that's more
precise, responsive and understated than either the Ferrari or
Lamborghini.
Highlights
- FUEL ECONOMY (CTY/HWY) Not Available
- CAR TYPE Coupe
- TRANSMISSION 7-speed Automated Manual
- BASIC WARRANTY Not Available
- ENGINE TYPE Hybrid
- TOTAL SEATING Not Available
- CYLINDERS V8
- CONSUMER RATING Not Available
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FeaturesInterior Features
Convenience
Comfort
In Car Entertainment
Exterior Features
Tires and Wheels
Safety Features
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The 2015 McLaren P1 is possibly the most exciting road car ever built. The people who gave us the magnificent McLaren F1
20 years ago have delivered their next masterpiece, representing
everything learned in 50 years building Formula One, Le Mans,
Indianapolis and Can-Am winners.
Let's start with the engine. Or rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much modified from -- the usual McLaren 12C motor. Then a 176-hp electric motor is added. Combined output is 903 hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio way higher than any top-end supercar, and substantially above the recently unveiled Porsche 918 Spyder, too.
The two powerplants work together. The electric motor delivers low-end torque instantly while the twin-turbo V8 has fantastic top-end shove. Combine the two and there's great throttle response and enormous big-rev power. In addition you can drive the P1 in electric E-mode -- the silent supercar. All-electric range is about six miles.
The seven-speed paddle-shift twin-clutch gearbox can also work in full auto-shift mode, the default setting. It's the ideal choice for easy 'round-town driving.
As with all McLaren cars, the chassis is a carbon monocoque and all body panels are carbon fiber, too. This helps keep the weight low, despite the hybrid drive and bank of lithium-ion batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren says aerodynamics is the single area where the P1 has its biggest advantage over rivals. It works actively, so the rear wing and underbody flaps adjust automatically to boost speed and driver confidence. In track-only "race" mode, the car dips 2 inches closer to the black stuff and you get "ground effects" suction. In addition, the big rear wing periscopes back almost 12 inches. You're now in max-attack mode, magnetized to the road.
What's it like to drive?
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo. Forget, also, the marvelous old McLaren F1, although you can sense similar genes. The new P1 is way faster, way more agile and much more composed at high speed. The brakes, too -- carbon-ceramic discs specially developed by McLaren's Grand Prix partner Akebono -- are outstanding, the best road car brakes we've sampled.
The Porsche 918 Spyder is the closest you'll get to a McLaren P1, but it's less powerful, it's heavier, and with its four-wheel drive and greater reliance on electronic controls, feels more like the digital experience rather than the raw driver's car; more secure but less thrilling.
The P1 is astonishingly fast on the track. The handling balance, especially in "race" mode, is superb. It's predictable and controllable, but the high speed and enormous power mean the P1 is a car demanding great respect. Even with the traction control engaged, it's easy to get rear wheel spin, so vast is the power and torque.
The surprise flipside is the P1's tractability and ease of driving on the road. In default "Normal" setting -- for powertrain and handling -- it can happily scoot around town, comfortably and with decent visibility, its transmission in smooth-shifting "auto" mode. It's only when you stab the right pedal you realize the McLaren's other-worldly capabilities.
You bet! The McLaren P1 is the nearest thing there's ever been to a road-legal Grand Prix car, developed by one of the most successful F1 teams. Here, surely, is the ultimate automotive experience. At least until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly, even if you want a P1, and can afford the $1.15 million price, you can't have one. Like the LaFerrari, they're all sold out. All 375 have found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.Vmh23EAM.dpuf
Let's start with the engine. Or rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much modified from -- the usual McLaren 12C motor. Then a 176-hp electric motor is added. Combined output is 903 hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio way higher than any top-end supercar, and substantially above the recently unveiled Porsche 918 Spyder, too.
The two powerplants work together. The electric motor delivers low-end torque instantly while the twin-turbo V8 has fantastic top-end shove. Combine the two and there's great throttle response and enormous big-rev power. In addition you can drive the P1 in electric E-mode -- the silent supercar. All-electric range is about six miles.
The seven-speed paddle-shift twin-clutch gearbox can also work in full auto-shift mode, the default setting. It's the ideal choice for easy 'round-town driving.
As with all McLaren cars, the chassis is a carbon monocoque and all body panels are carbon fiber, too. This helps keep the weight low, despite the hybrid drive and bank of lithium-ion batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren says aerodynamics is the single area where the P1 has its biggest advantage over rivals. It works actively, so the rear wing and underbody flaps adjust automatically to boost speed and driver confidence. In track-only "race" mode, the car dips 2 inches closer to the black stuff and you get "ground effects" suction. In addition, the big rear wing periscopes back almost 12 inches. You're now in max-attack mode, magnetized to the road.
The 2015 McLaren P1 at the race track.
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo. Forget, also, the marvelous old McLaren F1, although you can sense similar genes. The new P1 is way faster, way more agile and much more composed at high speed. The brakes, too -- carbon-ceramic discs specially developed by McLaren's Grand Prix partner Akebono -- are outstanding, the best road car brakes we've sampled.
The Porsche 918 Spyder is the closest you'll get to a McLaren P1, but it's less powerful, it's heavier, and with its four-wheel drive and greater reliance on electronic controls, feels more like the digital experience rather than the raw driver's car; more secure but less thrilling.
The P1 is astonishingly fast on the track. The handling balance, especially in "race" mode, is superb. It's predictable and controllable, but the high speed and enormous power mean the P1 is a car demanding great respect. Even with the traction control engaged, it's easy to get rear wheel spin, so vast is the power and torque.
The surprise flipside is the P1's tractability and ease of driving on the road. In default "Normal" setting -- for powertrain and handling -- it can happily scoot around town, comfortably and with decent visibility, its transmission in smooth-shifting "auto" mode. It's only when you stab the right pedal you realize the McLaren's other-worldly capabilities.
Cockpit of the new 2015 McLaren P1 hypercar
2015 McLaren P1 pricing and specifications
Do I want one?You bet! The McLaren P1 is the nearest thing there's ever been to a road-legal Grand Prix car, developed by one of the most successful F1 teams. Here, surely, is the ultimate automotive experience. At least until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly, even if you want a P1, and can afford the $1.15 million price, you can't have one. Like the LaFerrari, they're all sold out. All 375 have found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.Vmh23EAM.dpuf
The 2015 McLaren P1 is possibly the most exciting road car ever built. The people who gave us the magnificent McLaren F1
20 years ago have delivered their next masterpiece, representing
everything learned in 50 years building Formula One, Le Mans,
Indianapolis and Can-Am winners.
Let's start with the engine. Or rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much modified from -- the usual McLaren 12C motor. Then a 176-hp electric motor is added. Combined output is 903 hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio way higher than any top-end supercar, and substantially above the recently unveiled Porsche 918 Spyder, too.
The two powerplants work together. The electric motor delivers low-end torque instantly while the twin-turbo V8 has fantastic top-end shove. Combine the two and there's great throttle response and enormous big-rev power. In addition you can drive the P1 in electric E-mode -- the silent supercar. All-electric range is about six miles.
The seven-speed paddle-shift twin-clutch gearbox can also work in full auto-shift mode, the default setting. It's the ideal choice for easy 'round-town driving.
As with all McLaren cars, the chassis is a carbon monocoque and all body panels are carbon fiber, too. This helps keep the weight low, despite the hybrid drive and bank of lithium-ion batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren says aerodynamics is the single area where the P1 has its biggest advantage over rivals. It works actively, so the rear wing and underbody flaps adjust automatically to boost speed and driver confidence. In track-only "race" mode, the car dips 2 inches closer to the black stuff and you get "ground effects" suction. In addition, the big rear wing periscopes back almost 12 inches. You're now in max-attack mode, magnetized to the road.
What's it like to drive?
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo. Forget, also, the marvelous old McLaren F1, although you can sense similar genes. The new P1 is way faster, way more agile and much more composed at high speed. The brakes, too -- carbon-ceramic discs specially developed by McLaren's Grand Prix partner Akebono -- are outstanding, the best road car brakes we've sampled.
The Porsche 918 Spyder is the closest you'll get to a McLaren P1, but it's less powerful, it's heavier, and with its four-wheel drive and greater reliance on electronic controls, feels more like the digital experience rather than the raw driver's car; more secure but less thrilling.
The P1 is astonishingly fast on the track. The handling balance, especially in "race" mode, is superb. It's predictable and controllable, but the high speed and enormous power mean the P1 is a car demanding great respect. Even with the traction control engaged, it's easy to get rear wheel spin, so vast is the power and torque.
The surprise flipside is the P1's tractability and ease of driving on the road. In default "Normal" setting -- for powertrain and handling -- it can happily scoot around town, comfortably and with decent visibility, its transmission in smooth-shifting "auto" mode. It's only when you stab the right pedal you realize the McLaren's other-worldly capabilities.
You bet! The McLaren P1 is the nearest thing there's ever been to a road-legal Grand Prix car, developed by one of the most successful F1 teams. Here, surely, is the ultimate automotive experience. At least until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly, even if you want a P1, and can afford the $1.15 million price, you can't have one. Like the LaFerrari, they're all sold out. All 375 have found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.Vmh23EAM.dpuf
Let's start with the engine. Or rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much modified from -- the usual McLaren 12C motor. Then a 176-hp electric motor is added. Combined output is 903 hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio way higher than any top-end supercar, and substantially above the recently unveiled Porsche 918 Spyder, too.
The two powerplants work together. The electric motor delivers low-end torque instantly while the twin-turbo V8 has fantastic top-end shove. Combine the two and there's great throttle response and enormous big-rev power. In addition you can drive the P1 in electric E-mode -- the silent supercar. All-electric range is about six miles.
The seven-speed paddle-shift twin-clutch gearbox can also work in full auto-shift mode, the default setting. It's the ideal choice for easy 'round-town driving.
As with all McLaren cars, the chassis is a carbon monocoque and all body panels are carbon fiber, too. This helps keep the weight low, despite the hybrid drive and bank of lithium-ion batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren says aerodynamics is the single area where the P1 has its biggest advantage over rivals. It works actively, so the rear wing and underbody flaps adjust automatically to boost speed and driver confidence. In track-only "race" mode, the car dips 2 inches closer to the black stuff and you get "ground effects" suction. In addition, the big rear wing periscopes back almost 12 inches. You're now in max-attack mode, magnetized to the road.
The 2015 McLaren P1 at the race track.
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo. Forget, also, the marvelous old McLaren F1, although you can sense similar genes. The new P1 is way faster, way more agile and much more composed at high speed. The brakes, too -- carbon-ceramic discs specially developed by McLaren's Grand Prix partner Akebono -- are outstanding, the best road car brakes we've sampled.
The Porsche 918 Spyder is the closest you'll get to a McLaren P1, but it's less powerful, it's heavier, and with its four-wheel drive and greater reliance on electronic controls, feels more like the digital experience rather than the raw driver's car; more secure but less thrilling.
The P1 is astonishingly fast on the track. The handling balance, especially in "race" mode, is superb. It's predictable and controllable, but the high speed and enormous power mean the P1 is a car demanding great respect. Even with the traction control engaged, it's easy to get rear wheel spin, so vast is the power and torque.
The surprise flipside is the P1's tractability and ease of driving on the road. In default "Normal" setting -- for powertrain and handling -- it can happily scoot around town, comfortably and with decent visibility, its transmission in smooth-shifting "auto" mode. It's only when you stab the right pedal you realize the McLaren's other-worldly capabilities.
Cockpit of the new 2015 McLaren P1 hypercar
2015 McLaren P1 pricing and specifications
Do I want one?You bet! The McLaren P1 is the nearest thing there's ever been to a road-legal Grand Prix car, developed by one of the most successful F1 teams. Here, surely, is the ultimate automotive experience. At least until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly, even if you want a P1, and can afford the $1.15 million price, you can't have one. Like the LaFerrari, they're all sold out. All 375 have found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.Vmh23EAM.dpuf
The 2015 McLaren P1 is possibly the most exciting road car ever built. The people who gave us the magnificent McLaren F1
20 years ago have delivered their next masterpiece, representing
everything learned in 50 years building Formula One, Le Mans,
Indianapolis and Can-Am winners.
Let's start with the engine. Or rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much modified from -- the usual McLaren 12C motor. Then a 176-hp electric motor is added. Combined output is 903 hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio way higher than any top-end supercar, and substantially above the recently unveiled Porsche 918 Spyder, too.
The two powerplants work together. The electric motor delivers low-end torque instantly while the twin-turbo V8 has fantastic top-end shove. Combine the two and there's great throttle response and enormous big-rev power. In addition you can drive the P1 in electric E-mode -- the silent supercar. All-electric range is about six miles.
The seven-speed paddle-shift twin-clutch gearbox can also work in full auto-shift mode, the default setting. It's the ideal choice for easy 'round-town driving.
As with all McLaren cars, the chassis is a carbon monocoque and all body panels are carbon fiber, too. This helps keep the weight low, despite the hybrid drive and bank of lithium-ion batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren says aerodynamics is the single area where the P1 has its biggest advantage over rivals. It works actively, so the rear wing and underbody flaps adjust automatically to boost speed and driver confidence. In track-only "race" mode, the car dips 2 inches closer to the black stuff and you get "ground effects" suction. In addition, the big rear wing periscopes back almost 12 inches. You're now in max-attack mode, magnetized to the road.
What's it like to drive?
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo. Forget, also, the marvelous old McLaren F1, although you can sense similar genes. The new P1 is way faster, way more agile and much more composed at high speed. The brakes, too -- carbon-ceramic discs specially developed by McLaren's Grand Prix partner Akebono -- are outstanding, the best road car brakes we've sampled.
The Porsche 918 Spyder is the closest you'll get to a McLaren P1, but it's less powerful, it's heavier, and with its four-wheel drive and greater reliance on electronic controls, feels more like the digital experience rather than the raw driver's car; more secure but less thrilling.
The P1 is astonishingly fast on the track. The handling balance, especially in "race" mode, is superb. It's predictable and controllable, but the high speed and enormous power mean the P1 is a car demanding great respect. Even with the traction control engaged, it's easy to get rear wheel spin, so vast is the power and torque.
The surprise flipside is the P1's tractability and ease of driving on the road. In default "Normal" setting -- for powertrain and handling -- it can happily scoot around town, comfortably and with decent visibility, its transmission in smooth-shifting "auto" mode. It's only when you stab the right pedal you realize the McLaren's other-worldly capabilities.
You bet! The McLaren P1 is the nearest thing there's ever been to a road-legal Grand Prix car, developed by one of the most successful F1 teams. Here, surely, is the ultimate automotive experience. At least until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly, even if you want a P1, and can afford the $1.15 million price, you can't have one. Like the LaFerrari, they're all sold out. All 375 have found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.Vmh23EAM.dpuf
Let's start with the engine. Or rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much modified from -- the usual McLaren 12C motor. Then a 176-hp electric motor is added. Combined output is 903 hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio way higher than any top-end supercar, and substantially above the recently unveiled Porsche 918 Spyder, too.
The two powerplants work together. The electric motor delivers low-end torque instantly while the twin-turbo V8 has fantastic top-end shove. Combine the two and there's great throttle response and enormous big-rev power. In addition you can drive the P1 in electric E-mode -- the silent supercar. All-electric range is about six miles.
The seven-speed paddle-shift twin-clutch gearbox can also work in full auto-shift mode, the default setting. It's the ideal choice for easy 'round-town driving.
As with all McLaren cars, the chassis is a carbon monocoque and all body panels are carbon fiber, too. This helps keep the weight low, despite the hybrid drive and bank of lithium-ion batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren says aerodynamics is the single area where the P1 has its biggest advantage over rivals. It works actively, so the rear wing and underbody flaps adjust automatically to boost speed and driver confidence. In track-only "race" mode, the car dips 2 inches closer to the black stuff and you get "ground effects" suction. In addition, the big rear wing periscopes back almost 12 inches. You're now in max-attack mode, magnetized to the road.
The 2015 McLaren P1 at the race track.
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo. Forget, also, the marvelous old McLaren F1, although you can sense similar genes. The new P1 is way faster, way more agile and much more composed at high speed. The brakes, too -- carbon-ceramic discs specially developed by McLaren's Grand Prix partner Akebono -- are outstanding, the best road car brakes we've sampled.
The Porsche 918 Spyder is the closest you'll get to a McLaren P1, but it's less powerful, it's heavier, and with its four-wheel drive and greater reliance on electronic controls, feels more like the digital experience rather than the raw driver's car; more secure but less thrilling.
The P1 is astonishingly fast on the track. The handling balance, especially in "race" mode, is superb. It's predictable and controllable, but the high speed and enormous power mean the P1 is a car demanding great respect. Even with the traction control engaged, it's easy to get rear wheel spin, so vast is the power and torque.
The surprise flipside is the P1's tractability and ease of driving on the road. In default "Normal" setting -- for powertrain and handling -- it can happily scoot around town, comfortably and with decent visibility, its transmission in smooth-shifting "auto" mode. It's only when you stab the right pedal you realize the McLaren's other-worldly capabilities.
Cockpit of the new 2015 McLaren P1 hypercar
2015 McLaren P1 pricing and specifications
Do I want one?You bet! The McLaren P1 is the nearest thing there's ever been to a road-legal Grand Prix car, developed by one of the most successful F1 teams. Here, surely, is the ultimate automotive experience. At least until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly, even if you want a P1, and can afford the $1.15 million price, you can't have one. Like the LaFerrari, they're all sold out. All 375 have found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.Vmh23EAM.dpuf
The 2015 McLaren P1 is possibly the most exciting road car ever built. The people who gave us the magnificent McLaren F1
20 years ago have delivered their next masterpiece, representing
everything learned in 50 years building Formula One, Le Mans,
Indianapolis and Can-Am winners.
Let's start with the engine. Or rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much modified from -- the usual McLaren 12C motor. Then a 176-hp electric motor is added. Combined output is 903 hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio way higher than any top-end supercar, and substantially above the recently unveiled Porsche 918 Spyder, too.
The two powerplants work together. The electric motor delivers low-end torque instantly while the twin-turbo V8 has fantastic top-end shove. Combine the two and there's great throttle response and enormous big-rev power. In addition you can drive the P1 in electric E-mode -- the silent supercar. All-electric range is about six miles.
The seven-speed paddle-shift twin-clutch gearbox can also work in full auto-shift mode, the default setting. It's the ideal choice for easy 'round-town driving.
As with all McLaren cars, the chassis is a carbon monocoque and all body panels are carbon fiber, too. This helps keep the weight low, despite the hybrid drive and bank of lithium-ion batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren says aerodynamics is the single area where the P1 has its biggest advantage over rivals. It works actively, so the rear wing and underbody flaps adjust automatically to boost speed and driver confidence. In track-only "race" mode, the car dips 2 inches closer to the black stuff and you get "ground effects" suction. In addition, the big rear wing periscopes back almost 12 inches. You're now in max-attack mode, magnetized to the road.
What's it like to drive?
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo. Forget, also, the marvelous old McLaren F1, although you can sense similar genes. The new P1 is way faster, way more agile and much more composed at high speed. The brakes, too -- carbon-ceramic discs specially developed by McLaren's Grand Prix partner Akebono -- are outstanding, the best road car brakes we've sampled.
The Porsche 918 Spyder is the closest you'll get to a McLaren P1, but it's less powerful, it's heavier, and with its four-wheel drive and greater reliance on electronic controls, feels more like the digital experience rather than the raw driver's car; more secure but less thrilling.
The P1 is astonishingly fast on the track. The handling balance, especially in "race" mode, is superb. It's predictable and controllable, but the high speed and enormous power mean the P1 is a car demanding great respect. Even with the traction control engaged, it's easy to get rear wheel spin, so vast is the power and torque.
The surprise flipside is the P1's tractability and ease of driving on the road. In default "Normal" setting -- for powertrain and handling -- it can happily scoot around town, comfortably and with decent visibility, its transmission in smooth-shifting "auto" mode. It's only when you stab the right pedal you realize the McLaren's other-worldly capabilities.
You bet! The McLaren P1 is the nearest thing there's ever been to a road-legal Grand Prix car, developed by one of the most successful F1 teams. Here, surely, is the ultimate automotive experience. At least until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly, even if you want a P1, and can afford the $1.15 million price, you can't have one. Like the LaFerrari, they're all sold out. All 375 have found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.qjaKHwBW.dpuf
Let's start with the engine. Or rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much modified from -- the usual McLaren 12C motor. Then a 176-hp electric motor is added. Combined output is 903 hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio way higher than any top-end supercar, and substantially above the recently unveiled Porsche 918 Spyder, too.
The two powerplants work together. The electric motor delivers low-end torque instantly while the twin-turbo V8 has fantastic top-end shove. Combine the two and there's great throttle response and enormous big-rev power. In addition you can drive the P1 in electric E-mode -- the silent supercar. All-electric range is about six miles.
The seven-speed paddle-shift twin-clutch gearbox can also work in full auto-shift mode, the default setting. It's the ideal choice for easy 'round-town driving.
As with all McLaren cars, the chassis is a carbon monocoque and all body panels are carbon fiber, too. This helps keep the weight low, despite the hybrid drive and bank of lithium-ion batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren says aerodynamics is the single area where the P1 has its biggest advantage over rivals. It works actively, so the rear wing and underbody flaps adjust automatically to boost speed and driver confidence. In track-only "race" mode, the car dips 2 inches closer to the black stuff and you get "ground effects" suction. In addition, the big rear wing periscopes back almost 12 inches. You're now in max-attack mode, magnetized to the road.
The 2015 McLaren P1 at the race track.
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo. Forget, also, the marvelous old McLaren F1, although you can sense similar genes. The new P1 is way faster, way more agile and much more composed at high speed. The brakes, too -- carbon-ceramic discs specially developed by McLaren's Grand Prix partner Akebono -- are outstanding, the best road car brakes we've sampled.
The Porsche 918 Spyder is the closest you'll get to a McLaren P1, but it's less powerful, it's heavier, and with its four-wheel drive and greater reliance on electronic controls, feels more like the digital experience rather than the raw driver's car; more secure but less thrilling.
The P1 is astonishingly fast on the track. The handling balance, especially in "race" mode, is superb. It's predictable and controllable, but the high speed and enormous power mean the P1 is a car demanding great respect. Even with the traction control engaged, it's easy to get rear wheel spin, so vast is the power and torque.
The surprise flipside is the P1's tractability and ease of driving on the road. In default "Normal" setting -- for powertrain and handling -- it can happily scoot around town, comfortably and with decent visibility, its transmission in smooth-shifting "auto" mode. It's only when you stab the right pedal you realize the McLaren's other-worldly capabilities.
Cockpit of the new 2015 McLaren P1 hypercar
2015 McLaren P1 pricing and specifications
Do I want one?You bet! The McLaren P1 is the nearest thing there's ever been to a road-legal Grand Prix car, developed by one of the most successful F1 teams. Here, surely, is the ultimate automotive experience. At least until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly, even if you want a P1, and can afford the $1.15 million price, you can't have one. Like the LaFerrari, they're all sold out. All 375 have found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.qjaKHwBW.dpuf
The 2015 McLaren P1 is possibly the most exciting road car ever built. The people who gave us the magnificent McLaren F1
20 years ago have delivered their next masterpiece, representing
everything learned in 50 years building Formula One, Le Mans,
Indianapolis and Can-Am winners.
Let's start with the engine. Or rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much modified from -- the usual McLaren 12C motor. Then a 176-hp electric motor is added. Combined output is 903 hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio way higher than any top-end supercar, and substantially above the recently unveiled Porsche 918 Spyder, too.
The two powerplants work together. The electric motor delivers low-end torque instantly while the twin-turbo V8 has fantastic top-end shove. Combine the two and there's great throttle response and enormous big-rev power. In addition you can drive the P1 in electric E-mode -- the silent supercar. All-electric range is about six miles.
The seven-speed paddle-shift twin-clutch gearbox can also work in full auto-shift mode, the default setting. It's the ideal choice for easy 'round-town driving.
As with all McLaren cars, the chassis is a carbon monocoque and all body panels are carbon fiber, too. This helps keep the weight low, despite the hybrid drive and bank of lithium-ion batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren says aerodynamics is the single area where the P1 has its biggest advantage over rivals. It works actively, so the rear wing and underbody flaps adjust automatically to boost speed and driver confidence. In track-only "race" mode, the car dips 2 inches closer to the black stuff and you get "ground effects" suction. In addition, the big rear wing periscopes back almost 12 inches. You're now in max-attack mode, magnetized to the road.
What's it like to drive?
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo. Forget, also, the marvelous old McLaren F1, although you can sense similar genes. The new P1 is way faster, way more agile and much more composed at high speed. The brakes, too -- carbon-ceramic discs specially developed by McLaren's Grand Prix partner Akebono -- are outstanding, the best road car brakes we've sampled.
The Porsche 918 Spyder is the closest you'll get to a McLaren P1, but it's less powerful, it's heavier, and with its four-wheel drive and greater reliance on electronic controls, feels more like the digital experience rather than the raw driver's car; more secure but less thrilling.
The P1 is astonishingly fast on the track. The handling balance, especially in "race" mode, is superb. It's predictable and controllable, but the high speed and enormous power mean the P1 is a car demanding great respect. Even with the traction control engaged, it's easy to get rear wheel spin, so vast is the power and torque.
The surprise flipside is the P1's tractability and ease of driving on the road. In default "Normal" setting -- for powertrain and handling -- it can happily scoot around town, comfortably and with decent visibility, its transmission in smooth-shifting "auto" mode. It's only when you stab the right pedal you realize the McLaren's other-worldly capabilities.
You bet! The McLaren P1 is the nearest thing there's ever been to a road-legal Grand Prix car, developed by one of the most successful F1 teams. Here, surely, is the ultimate automotive experience. At least until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly, even if you want a P1, and can afford the $1.15 million price, you can't have one. Like the LaFerrari, they're all sold out. All 375 have found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.qjaKHwBW.dpuf
Let's start with the engine. Or rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much modified from -- the usual McLaren 12C motor. Then a 176-hp electric motor is added. Combined output is 903 hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio way higher than any top-end supercar, and substantially above the recently unveiled Porsche 918 Spyder, too.
The two powerplants work together. The electric motor delivers low-end torque instantly while the twin-turbo V8 has fantastic top-end shove. Combine the two and there's great throttle response and enormous big-rev power. In addition you can drive the P1 in electric E-mode -- the silent supercar. All-electric range is about six miles.
The seven-speed paddle-shift twin-clutch gearbox can also work in full auto-shift mode, the default setting. It's the ideal choice for easy 'round-town driving.
As with all McLaren cars, the chassis is a carbon monocoque and all body panels are carbon fiber, too. This helps keep the weight low, despite the hybrid drive and bank of lithium-ion batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren says aerodynamics is the single area where the P1 has its biggest advantage over rivals. It works actively, so the rear wing and underbody flaps adjust automatically to boost speed and driver confidence. In track-only "race" mode, the car dips 2 inches closer to the black stuff and you get "ground effects" suction. In addition, the big rear wing periscopes back almost 12 inches. You're now in max-attack mode, magnetized to the road.
The 2015 McLaren P1 at the race track.
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo. Forget, also, the marvelous old McLaren F1, although you can sense similar genes. The new P1 is way faster, way more agile and much more composed at high speed. The brakes, too -- carbon-ceramic discs specially developed by McLaren's Grand Prix partner Akebono -- are outstanding, the best road car brakes we've sampled.
The Porsche 918 Spyder is the closest you'll get to a McLaren P1, but it's less powerful, it's heavier, and with its four-wheel drive and greater reliance on electronic controls, feels more like the digital experience rather than the raw driver's car; more secure but less thrilling.
The P1 is astonishingly fast on the track. The handling balance, especially in "race" mode, is superb. It's predictable and controllable, but the high speed and enormous power mean the P1 is a car demanding great respect. Even with the traction control engaged, it's easy to get rear wheel spin, so vast is the power and torque.
The surprise flipside is the P1's tractability and ease of driving on the road. In default "Normal" setting -- for powertrain and handling -- it can happily scoot around town, comfortably and with decent visibility, its transmission in smooth-shifting "auto" mode. It's only when you stab the right pedal you realize the McLaren's other-worldly capabilities.
Cockpit of the new 2015 McLaren P1 hypercar
2015 McLaren P1 pricing and specifications
Do I want one?You bet! The McLaren P1 is the nearest thing there's ever been to a road-legal Grand Prix car, developed by one of the most successful F1 teams. Here, surely, is the ultimate automotive experience. At least until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly, even if you want a P1, and can afford the $1.15 million price, you can't have one. Like the LaFerrari, they're all sold out. All 375 have found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.qjaKHwBW.dpuf
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