Monster rear wing can automatically extend by 120mm and alter angle by up to 29 degrees on the road. It extends by 300mm in Race mode, boosting downforce to 600kg at 260km/h. It also doubles as an airbrake.
Carbon tub is a modified version of 650Sís MonoCell, bonded to an F1-style, autoclave-cured roof, with snorkel incorporated. Itís very stiff and very light, weighing just 90kg. Body panels are carbonfibre and all are structural.
P1 uses carbon-ceramic brakes developed by F1 partner Akebono. McLaren chose not to include regenerative braking, citing the detrimental effect this can have on pedal feel. We think thatís a good call.
P1 evolves the 3.8-litre twin-turbo V8 in the 650S, and produces 542kW and 720Nm. The block is a new casting to incorporate the hybrid system, and the twin turbos are larger and run at 2.4 bar, up from 2.2 bar.
Single electric motor is more powerful than La Ferrariís, at 131kW; itís also lighter combined with the battery, at 122kg.
Unlike La Ferrari, the P1 can cover more than 10km in EV mode, and can be recharged by plug.
P1 has hydro-pneumatic suspension. Movement is controlled via coil springs; an interlinked hydraulic circuit controls roll, so no anti-roll bars. In Race mode, the car is lowered by 50mm, creating groundeffect aerodynamics.
68 wheelsmag.com.au Active aerodynamics include three flaps on the underbody at the front that are connected by a solid link and moved by a single actuator. At the rear, the spoiler and a pair of diffuser flaps are operated automatically.
Chassis and body made entirely of hand-laminated, autoclave-cured carbonfibre. Tub is 30 percent lighter than the Enzoís (and 20kg lighter than the P1ís) at 70kg, and 27 percent more torsionally rigid than the Enzoís, too.
A development of the F12ís 6262cc V12, making 588kW to the F12ís 537kW and revving to 9250rpm. Ferrari has chased top-end power from its petrol unit, knowing the e-motor will plug any powerband gaps.
Two electric motors Ė one for the driven wheels, the other for ancillaries Ė are fed by a lithium-ion battery, which forms an integral part of the monocoque. System adds 146kg and an additional 120kW.
Conventional coil springs and adaptive dampers are used for La Ferrari. The car defaults to its firmer damping setting, but a softer mode is activated when the driver presses a button on the steering wheel.
Carbon-ceramic Brembos, with the rear system capturing kinetic energy and feeding it back into the powertrain, even under very hard braking with ABS activation.