McLaren P1 v LaFerrari v Porsche 918 Autocar

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Ferrari LaFerrari Electric Cars

McLaren P1 v LaFerrari v Porsche 918

23 2013

When it happens, these three leviathans of the world meet, finally, on ground and at a venue that’s with their capabilities – at the say – it will be the greatest group of all time. For the time being, we can merely dote upon speculate about how they square up to one another technically, and try to what the differences in their world performance envelopes be.

And in a way that’s what hypercars this are all about for the rest of us; sometimes even philosophical Think of it as the most grown up of Supertrumps you’ve ever in which the level of detail on is unprecedented, and the amount of performance can generate unique.

So here, is what we already know this extraordinary triumvirate of Maybe you’d like to sit and feast on the various numbers unearthed, then make own decision about which one be the best, and why.

All three petrol engines that are in their quest to reach the by electric motors that both power and torque. The has an atmospheric 4.6-litre V8 that’s and revs to 8500rpm. On its own, produces 580bhp, but when with the two hybrid modules power both the front and axles, the 918 Spyder generates and 575lb ft of torque.

Which unbeatable until you realise on offer in the Ferrari and McLaren. The P1 the same basic design of twin-turbo V8 from the 12C (although claims it is an entirely different with a different block, bigger turbos and twice as boost pressure at 2.4 bar). way, the P1’s petrol develops 727bhp and 531lb ft of to which the hybrid KERS then boosts the outputs to a 903bhp and 664lb ft.

But Ferrari’s named “The Ferrari ” them both on the powertrain for two key reasons. One, it produces power and torque than the – its 6.3-litre V12 developing 790bhp at and 516lb ft of torque, with the system boosting the overall to 950bhp and 715lb ft.

Two, the Porsche it uses no form of Instead its V12 engine has a suitably 13.5:1 compression ratio, you’d have to speculate, enable it to produce noises and times that the twin-turbo P1 can dream about.

As is de rigeur nowadays, all three a seven-speed twin-clutch paddle-shift that can swap cogs than you can think. The McLaren’s is a of the Graziano gearbox used in the featuring 40 per cent more cooling and 30 per cent faster times. This is due mainly to the of the electric motors from the system which, by all accounts, gears to effectively be pre-selected up or according to a senior engineer.

In the 918 a Porsche-built PDK with seven ratios and five pre-selectable modes to suit your and location (as in normal, sport, etc). In normal mode, the 918 is wheel-drive but there’s also a separate gearbox that the front wheels through an motor if required, although decouples above 146mph, the 918 fully rear wheel-drive this speed.

The Ferrari a Getrag double-clutch transmission, with an electric motor to it, with a dedicated gear-set transmits drive directly to the drive. Maranello claims the fastest shifting gearbox ever been fitted to one of its and that the shift style/times can be to your needs – as they can in the to be fair – in this instance via the five-stage manettino dial on the wheel.

In LaFerrari. however, the also allows the driver to certain settings for the Hy-KERS as well, which, says allows even greater tuning of the car while on the move.

and kerbweights

Lithium-ion phosphate are used to power various motors in all three cars, and in instance these are mounted the driver but in front of the engine and as low down within the mid-engined, fibre tub as it is possible to mount

The batteries of the P1 weigh 96kg those of The Ferrari weigh 62kg. Porsche doesn’t say how the 918’s batteries weigh, nor the of its hybrid powertrain, but because four wheel-drive the 918 is heavy the others.

Even with the saving “Weissach Package” the 918 murders the scales at 1665kg. the P1 – which weighs 1490kg all up or “dry” without fluids – looks cumbersome. And beside The – a mere 1255kg dry so call it 1345kg all up – it seems downright

In the P1, energy is harvested via engine or by charging the car via a charge point, takes approximately two hours. decided not to use the brakes to regenerate because, in testing, it wasn’t with the effects this had on pedal feel. In The Ferrari, “we use everything to regenerate energy” the car’s technical director, Fideli.

“From the brakes to the control system to the car’s differential, we reuse it all to make We had some problems with pedal feel to begin admits Fideli. “But we got that and now we’re 100 per cent with the car’s feel.”

In its the Hy-KERS system adds to the weight of the P1 while in The Ferrari it just 140kg. That the P1 would weigh a mere “dry” without its KERS, The Ferrari would weigh an 1115kg. The 918 would seemingly be to 1500kg, even without its four-wheel drive-systems.

Interestingly, the P1 and 918 feature so-called “E-modes” in they can run for short periods petrol power. The P1 can do 0-62mph in and tops 100mph with a of 20km in its E-mode. Porsche a 150kmh (93mph) top speed and a of 25km for the 918 when purely

The Ferrari doesn’t have an as such, Maranello instead that the KERS system is purely to generate extra hence the reason why the 330g/km looks way out of kilter with the 70g/km of the 918 and the “under 200g/km” by McLaren.

Carbon ceramic are used in all three cars, but of the P1 seem especially trick, in this context. Supplied by – who do the braking systems for Formula One – were developed for McLaren and can, says Woking, much higher operating than conventional carbon discs.

They also a smooth, almost mirrored the harder they are used, which means “cool can be earned by owners/drivers at track for the most mirrored discs.

The P1 can 2g under brakes, according to Neither Ferrari nor Porsche a claim for what their can achieve braking wise.

The Ferrari isn’t just the (at 4702mm) and widest (at 1992mm), also the lowest (at 1116mm), gives it a natural edge it comes to fundamental visual But at the same time it also has the wheelbase at 2650mm, which it has the longest overhangs. Again, lends it a more dart-like before you even begin to its smoother detailing.

Beside it, the P1 busy though undeniably from most angles, the 918 – which has the longest wheelbase of the by far – sits somewhere between the

According to McLaren the P1 generates a astonishing 600kg of downforce at beyond which the car’s aerodynamics automatically trim the wings to reduce drag – thinking being that 161mph you don’t need as downforce because you won’t be cornering at such a speed.

But neither Ferrari nor Porsche any specific claims (yet) for downforce figures, in both there are computer controlled aerodynamic systems in place deploy wings front and – and in The Ferrari ’s case move vanes on the underbody and use “active on the front and rear diffusers as – to keep them glued to the in corners.

In the P1’s case, the wing has three different depending which of its various modes have been (normal, sports, track and In race mode the wing by 300mm, and in track mode by But it also alters in pitch 29 degrees depending what you’re doing and which is selected.

And for the ultimate “F1 for the road” there’s also a DRS button in the P1 when pressed, instantly the pitch and height of the rear thereby reducing drag, a la F1, to a hit of extra straight line As soon as cornering loads are however, the P1’s rear redeploys and stability is maintained, McLaren, the whole lot being controlled to “provide maximum but also maximum driver at all times, and at all speeds” according to engineers.

The P1 is unique here in the ride height of its all round, wishbone, aluminium suspension when on the move, again on how fast it’s travelling and mode is selected. In race the ride height drops by as as 50mm while the hydraulic rates increase by a factor of and the roll stiffness goes up and a half times (compared normal mode).

McLaren describes race as “a Nurburgring button” which the P1 with close to GT3 racing car of roll stiffness and downforce, but can be switched back to a far more “normal” setting at the press of a

But The Ferrari ’s manettino system can be switched between numerous to transform the responses of the all round, double wishbone suspension to different circumstances on the move, as can the double wishbone front, rear suspension.

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All three highly sophisticated traction systems (five modes in the P1 and and, we believe, just in the 918 ). And in each instance it’s to switch the TC completely off if you are feeling enough.

This is the big one, of It’s what sells like these to the people who are enough to be able to afford and it’s what keeps the of us in subject matter during our bar banter.

And for the time being, at The Ferrari would appear to the edge – simply because it has power and torque than its but less weight to carry the bargain. Its power to weight is over 700bhp per tonne is way more even than a Veyron can muster) while the P1 606bhp/tonne, the 918 around 477bhp/tonne.

the official claims for the zero to (62mph) sprint are; 3.0sec, McLaren “under Ferrari “sub 3.0sec.” So not to separate them there.

To 200kmh (124mph), however, the are; Porsche 9.0sec, “under 7.0sec” Ferrari 7.0sec.” Which means the 918 weight is already beginning to it seems, while the two big hitters resolutely locked together.

But to hit from rest (186mph) a massive difference between how the Porsche is (27.0sec) besides the McLaren (“under 17sec”). said that, Maranello’s for The Ferrari of just 15.5sec appear to place it in a league of one for rabid acceleration. And the good of Woking won’t like one bit.

Ferrari doesn’t make a claim for LaFerrari’s top yet “because we simply don’t about top speed.” Even so, safe to say that it’ll be near or perhaps beyond the 218mph limited top speed, and in excess of the 918’s claimed

Both McLaren and Ferrari their cars will lap the in under seven minutes. has yet verified this claim, the numbers instead having generated by factory simulators. on the other hand, claims a “we’ve timed it” lap time of 14sec. which was set in testing on 18 last year (ninth 18th day, natch).

The most exclusive of the three, in will be the P1. McLaren choosing to the numbers of cars it will over the next two years to 375 – at £866,000 apiece.

Ferrari, by will make 499 LaFerrari s the next 24 months, with a price of 1.2m euros including taxes. At today’s rate that’s approximately Deliveries of both will sometime “this summer.”

But the 918 ’s price, and it’s proposed numbers, that would to pose the biggest question Deliveries of the car begin on September 18 year (ninth month, day) and Porsche says it build 918 Spyders in total, $845,000 (£682,000) for the basic and $949,000 (£745,000) for the Weissach

Considering how much less and exclusive the 918 will be compared its nemeses from Ferrari and only time will whether Porsche has got it right or not the 918’s pricing. And in the meantime all we can do is – on three of the most extraordinary the world has ever seen, all to hit our streets at exactly the same

Price: 1.2m euros; sub-3.0sec (claimed); Top speed . na; na; CO2 emissions . 333g/km; Kerb . 1255kg (dry), approx with fluids; Engine . V12, 6262cc, petrol, electric motors; Installation . longitudinal, RWD ; Power: 950bhp at Torque . 715lb ft at 6750rpm; to weight . 707bhp per tonne fluids); Specific output . per litre; Compression ratio . Gearbox . 7-spd dual-clutch Length . 4702mm; Width . Height . 1116mm; Wheelbase . Fuel tank . na; Range . na; . na; Front suspension . Double coil springs, anti-roll electronic adaptive dampers; suspension . Double wishbones, springs, anti-roll bar, adaptive dampers; Brakes . carbon-ceramic discs; Wheels . (f), 20in (r); . 265/30 ZR19 (f), ZR20 (r) Pirelli P Zero Corsa;

Price: £866,000; 0-62mph . (claimed); Top speed . 218mph Economy . na; CO2 emissions . “Under Kerb weight . 1395kg 1490kg with fluids; layout . V8, 3799cc, twin-turbo, plus electric motor; . Mid, longitudinal, RWD; . 903bhp at 7500rpm; Torque . ft at 4000rpm; Power to weight . per tonne; Specific output . per litre; Compression ratio . na; . 7-spd dual-clutch automatic; . 4590mm Width . 1946mm; 1170mm; Wheelbase . 2670mm; tank . na; Range . na; Boot . 120 Front suspension . Double hydraulic springs, anti-roll electronic adaptive dampers; suspension . Double wishbones, springs, anti-roll bar, adaptive dampers; Brakes . discs; Wheels . 19in 20in (r); Tyres . ZR19 (f), 315/30 (r), Pirelli P Zero Corsa;

Porsche 918 Spyder

. £682,000; 0-62mph . sub-3.0sec Top speed . 202mph (limited); . 94.1mpg (NEDC combined); CO2 . 70g/km; Kerb weight . with fluids and Weissach Engine layout . V8, 4600cc, plus electric motors; . Mid, longitudinal, 4WD; . 795bhp at 8500rpm; Torque . ft at 4000rpm; Power to weight . per tonne; Specific output . per litre; Compression ratio . na; . 7-spd dual-clutch automatic; . 4643mm; Width . 1940mm; . 1167mm; Wheelbase . 2730mm; tank: 70 litres; Range . na; . 110 litres; Front suspension . wishbones, coil springs, bar, electronic adaptive Rear suspension . Multi-link, springs, anti-roll bar, adaptive dampers; Brakes . discs; Wheels . 20in 21in (r); Tyres . ZR20 (f), 325/30 (r), Michelin Pilot

Autocar has produced digital on the McLaren P1 hypercar as well as the F1 and 12C

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