[inpost_gallery thumb_width=”200″ thumb_height=”200″ post_id=”89861″ thumb_margin_left=”0″ thumb_margin_bottom=”0″ thumb_border_radius=”2″ thumb_shadow=”0 1px 4px rgba(0, 0, 0, 0.2)” js_play_delay=”3000″ id=”” random=”0″ group=”0″ border=”” type=”yoxview” show_in_popup=”0″ album_cover=”” album_cover_width=”200″ album_cover_height=”200″ popup_width=”800″ popup_max_height=”600″ popup_title=”Gallery” sc_id=”sc1408376045644″]Twenty years ago, the then soon-to-be-launched McLaren F1 GTR began testing ahead of an assault on the 1995 GT season. The track derivative, as the road-going version had done, rewrote the rule book and the claimed victories and titles across the globe in the years that followed, securing a place in motorsport folklore. Two decades on, and the covers have been pulled off the dramatic and purposeful McLaren P1 GTR design concept during a private event at the Pebble Beach Concours d’Elegance event in California. The aggressive racing concept is a preview to the final model which, with a little under a year until production commences, has now entered the next phase as the development team works to hone and further optimize the ultimate track-focused racer.
Sporting the same 3.8 liter twin turbocharged V8 as its road going cousins, the P1 GTR hosts a slew of upgrades for the track. With no need to meet the legislations for road legality, the McLaren P1 GTR will be the most track-tailored and most powerful model produced by McLaren Special Operations to date, with a clear target even more focused than its road-going sibling: to be the best driver’s car in the world on track. With even greater emphasis on aerodynamic performance through the dramatic bodywork, the McLaren P1 GTR will also feature race-proven slick tires, a fixed ride height, enhanced power delivery from the IPAS powertrain and Formula 1-derived DRS from the large, fixed rear wing and an ERS-style push-to-pass system, all combining to offer the ultimate track experience.
The front track of the McLaren P1 GTR design concept has been increased by 80mm and is coupled with a more aggressive GT-style front splitter. Re-profiled low temperature radiator ducts seamlessly flow into the leading edge of the aggressively flared front wheelarches, while the active aerodynamic flaps are retained from the McLaren P1 in the floor ahead of the front wheels.
The bodywork is ‘shrink-wrapped’ around the carbon fiber MonoCage chassis behind the front wheels, and is designed to channel the air from around the wheel well. An additional aerodynamic blade is located behind the wheelarch to clean the air from the front tires. This aero device flows seamlessly along the bottom edge of the dihedral doors, along the flank of the carbon fibre bodywork, to an additional side panel at the rear which ducts additional air into the high temperature radiator and improves the aerodynamic performance of the rear floor.
The snorkel air intake, inspired by the design of the original McLaren F1, is still present within the roof structure of the carbon fiber MonoCage chassis. The wing mirrors have been repositioned to the A pillars, to put them closer to the eye line of the driver and reduce aerodynamic drag, while the trailing edge of the door-mounted radiator channels have been extended to draw more air down through the cavity within the door, and into the engine to aid cooling.
A set of lightweight 19-inch motorsport alloy wheels are fitted – 10.5-inches wide at the front, 13-inches at the rear – and are secured into place with quick-release center locking nuts. Tyre changes are made easier through an on-board air jacking system, similar to that seen on the McLaren 650S GT3 racer.
At the rear, a large, twin-element wing is mounted on dramatic carbon fiber pylons which extend around the rear of the bodywork. This fixed height wing is fitted with a hydraulically operated Drag Reduction System (DRS) to boost acceleration performance, and has been honed to provide increased levels of down-force compared to the road car, working with the active aerodynamic flaps located ahead of the front wheels. The active aerodynamic devices optimize aerodynamic balance through all phases of cornering. The bodywork of the car has been re-profiled to improve aerodynamic efficiency below the large rear wing, and incorporates a quick-release system without affecting the rear wing. The road legal McLaren P1 stows the rear wing within the bodywork, but with the fixed height wing, and therefore no pistons or moving mechanical parts, the bodywork of the McLaren P1 GTR design concept behind the engine bay is now a smooth, flowing surface, feeding clean air below the wing and over the back of the car.
Below the rear wing sits the exposed, centrally mounted exhaust, which is an all new design, developed exclusively for the McLaren P1 GTR. Made from inconel and titanium alloy, the system maximizes the aural characteristic of the higher output 3.8-litre twin turbo V8 engine to maintain, and further emphasize, the McLaren sound. The design of the exhaust has also changed, with a straight cut twin pipe setup now used in place of the single exit exhaust.
Airflow is managed carefully across the whole car and channeled in the most efficient and effective ways possible. This includes the air below the car, and a large carbon fiber diffuser dominates the lower half of the rear of the car. This is designed to work in tandem with the rear wing to enhance rear down-force and grip levels. The McLaren P1 GTR design concept runs on the bespoke slick tires designed by technical partners Pirelli in collaboration with McLaren, designed to offer a greater level of grip, cornering agility and handling balance. These characteristics enable much later braking into corners, higher apex speeds, and the earlier application of the throttle on the exit of corners, which lead to improved lap times.