Nearly two decades ago when +McLaren Automotive unveiled the F1 it used a +BMW V12 with a then very impressive 618 hp. It was so powerful that when McLaren took the car to Le Mans, they actually had to de-tune it to compete against pure racing machines. Even with it's restricted power production it still took an overall win in the French enduro on its first visit in 1995. 

Today 600+ hp is almost mundane when any schmuck can walk into a +Ford Motor Company dealer and drive off with a 662 hp Shelby GT500 Mustang for a tiny fraction of what the F1 cost. 

Clearly that meant that McLaren needed to dramatically up the ante for the successor P1 that debuts next month in Geneva. The engineers started with the twin-turbo 3.8-liter V8 from the 12C, boosting it from the original 616 hp to 727 hp. But wait! that's not all. They've also added a 176 hp electric motor that adds 192 lb-ft of torque from 0 rpm. The engine has a unique block casting that integrates the motor along the side and blends the output of both power sources into the 7-speed dual clutch transmission. 

Full details of the 97 kg liquid-cooled battery have yet to be revealed but McLaren says it has the highest power density of any such unit in the auto industry today. That probably means it uses lithium cobalt oxide cells like the +Tesla Motors Roadster. 

Around town, the battery and motor can propel the P1 gas-free for about six miles but this setup is clearly optimized for performance. The combined output of the engine and motor is 903 hp and 664 lb-ft, nearly 50% more than the F1. 

THE McLAREN P1™ ADOPTS TWIN POWER TO DELIVER PHENOMENAL TORQUE, INSTANTLY

-IPAS (Instant Power Assist System) and DRS (Drag Reduction System) offer instant boost of power and straight-line speed
-916PS (903 bhp) and 900Nm, with emissions of less than 200g/km
-Substantially revised 3.8-litre twin-turbo V8 petrol engine coupled to low-weight, highly efficient electric motor ensures instant torque for optimised throttle response
-Full E-mode offers in excess of 10km emission-free driving

The McLaren P1™ will have the combined force of two highly-efficient powerplants, offering the optimum mix of superb throttle response, day-to-day drivability and top speed. A mid-mounted 3.8-litre twin-turbo V8 petrol engine and a highly effective electric motor give a combined output of 916PS (903 bhp) and a maximum torque figure of 900Nm, ensuring instantaneous throttle response through the rev range, more akin to a naturally aspirated engine. Emissions of less than 200g/km on the combined cycle are reduced to zero in full electric drive mode, while the Formula 1-derived DRS and IPAS technologies offer an increase in straight-line speed and an instant boost of power.

The 3.8-litre twin-turbo V8 petrol engine in the McLaren P1™ is a new version of the familiar M838T unit, that has been significantly upgraded to optimise cooling and durability under the higher loads. The engine block has a unique casting to incorporate the electric motor. The petrol engine produces 737PS (727 bhp) at 7,500rpm, and 720Nm of torque from 4,000rpm. To optimise efficiency of the petrol engine, extensive testing and development work has always been carried out with McLaren Automotive technology partner Mobil 1 on lubrication and hydraulic fluids.

The lightweight electric motor, developed by the McLaren Electronics arm of the Group, produces 179PS (176 bhp), and is unique to the McLaren P1™. The motor produces maximum torque of 260Nm instantly from a standstill, greatly increasing the throttle response of the McLaren P1™, and peak combined torque of 900Nm is delivered from just 4,000 rpm. In addition to this, the McLaren-developed ‘boost’ system, IPAS, provides up to 179PS instantly. The instant response of the electric motor provides a sharper throttle response more associated with a normally aspirated engine, and the significantly enhanced air-charging system enables the McLaren P1™ to have more top-end power – the perfect combination for high performance.

The electric motor is mounted directly onto the engine, and all drive is channelled through the dual-clutch seven-speed gearbox to drive the rear wheels. Thus, the electric motor and 3.8-litre twin-turbo V8 petrol engine work seamlessly together, providing more than just added ultimate power and torque.

A further benefit is that the e-motor can provide faster upshifts. This is achieved through the application of instant negative torque at the point of shift, making the engine revs drop as quickly and efficiently as possible to the required engine speed for the upshift.

In addition to the obsessive weight-saving measures demonstrated throughout the McLaren P1™, so too is the optimisation of usable energy. When off-throttle the electric motor provides additional drag torque, recovering energy to the battery that would otherwise be lost to the brakes.

E-mode

The McLaren P1™can be driven in a variety of modes, powered by the engine and electric motor together, or solely by the electric motor. This ensures versatility and ease of transportation, allows use in low emission zones and residential driving is optimised with near-silent running.

Maximum power comes when using both powerplants together, but even in E-mode the performance is strong. E-mode is the most economical mode available with zero tailpipe emissions. In E-mode, the McLaren P1™ can travel more than 10km with electric-only power – enough for most city journeys. When the battery is empty, the petrol engine will automatically start to maintain drive and charge the battery.

IPAS and DRS optimise performance and throttle response

The power available via the petrol engine and electric motor is further enhanced on the McLaren P1™ through two steering wheel-mounted buttons which activate the DRS (Drag Reduction System) and IPAS (Instant Power Assist System).

The Drag Reduction System used on the McLaren P1™ is a technology similar to that employed on Formula 1 cars.  Speed is increased by reducing the amount of drag on the rear wing and, where the MP4-28 has a moveable flap on the rear wing, the McLaren P1™ has a wing that reduces in angle to lower drag by 23%. The system immediately deactivates when the button is released, or if the driver touches the brake pedal.

IPAS is designed to deliver power rapidly for high performance acceleration, and provides 179PS of instant additional power. In developing the IPAS technology for the McLaren P1™, power delivery was prioritised over energy storage. This is achieved through a groundbreaking, lightweight battery pack, which offers greater power density than any other automotive battery pack on sale today.

Battery

The high power density has been achieved through a combination of high power cells, low pack weight and an innovative cooling system. The battery weighs just 96kg, and is mounted onto the underbody of the high-strength Formula 1-grade carbon fibre MonoCage chassis, which seals the unit in the vehicle, thus avoiding the added weight of any unnecessary battery packaging.

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 so each cell is cooled to the same temperature across the entire pack.

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 only 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.

Further details of the McLaren P1™ will be released in the coming weeks, before the production-ready car makes its world debut at the Geneva Motor Show next month.

Ends

For those of us that have been paying attention, it's been pretty clear for many years that hybrid vehicles can exhibit a great deal of variability depending on the driving conditions. Back in late 2010 when I was working at GM and they were launching the Volt, they spoke extensively of the 3 Ts and how they would affect the electric driving ranging. 

Those 3 Ts are terrain, temperature and technique. All vehicles get worse mileage in winter for a variety of reasons http://green.autoblog.com/2009/11/12/greenlings-why-does-mileage-drop-in-winter/ but hybrids are particularly sensitive because battery performance is reduced as the temperature drops (or gets too high for that matter).

As the boys from Top Gear demonstrated a few years back when they raced a Prius against an M3, driving aggressively in a hybrid will also degrade efficiency because the engines are  tuned to operate best under the light loads typical of the driving cycles used to estimate efficiency.

Nair talked about these factors as well as break-in effects when he spoke to media. He specifically mentioned a 5 mpg improvement as the vehicles go beyond 6,000 miles on the road. Since the C-MAX and Fusion haven't been on sale for very long yet, they will probably get better as time passes. A check of the user submitted numbers on fueleconomy.gov http://www.fueleconomy.gov/feg/Find.do?action=sbs&id=33010&id=33083 already shows the averages climbing from where they were just a couple of weeks ago. 

UK magazine Autocar is reporting today that +Audi International is working on a plans for a supercar powered by a diesel engine with a flywheel-hybrid-electric system much like the Le Mans-winning R18 e-tron quattro. About a month ago I speculated pretty much the same thing https://plus.google.com/114133424228405038490/posts/jD87pkgvvP6 following the rumors that Audi was scuttling it's plans to build a battery-electric version of the R8. 

The difference here is that Audi is guessing that this diesel hybrid would be a new model above the R8. It's entirely possible that such a model could be derived from the R8 platform while gaining a new name like R10.  I'd certainly love to try out a car like this regardless of what it's called.