The Top Gear test showed the P1 only 0.1s slower stopping from 100-0mph with PZCS tyres, that's about 3m. The MT traces show a braking delta of 2-4m/s. Over a 4s brake from 100mph, that >10m on stickier tyres.
Still won't beat the Trofeo R time. You may remember the 458 also won on Bedford but we know who came out on top overall.
Yeah you'd like to claim that wouldn't you. More like PZero is hugely inferior to MPSS. PZero was only really equivalent to the older PS2.
Dry tracks. Strange how you start by quoting a LaFerrari lap from a different day and then use different days as an excuse. The non-one-on-ones don't use the Ferrari tweaked car.
Rubbish. GT3 tyre test was size for size not undersized like P1 Trofeos. MPSC2s on GT3 had wrong pressure hence why 4s slower than 458S.
No you don't. I've already shown the calculation over on Fchat. Max g is calculated under optimal conditions.keep tryng to lower the CoG of the P1 but take in count that CoG height of a F1 car is around 0,25 m to the ground.
Taking Treynor P1 kerb weight and a 70 kg driver alone you need 0,185 m CoG height to pull 2g and 600 kg of downforce. At max load you meed 0.145 m height.
McLaren BS is under the sun, RD is accustomed to lying.
See Alonso recent crash.
Not if the owner's data clearly showed 3 lap traces with the footprint of a 918 hit lap and the 'official' data only had two.
This doesn't actually help with braking though. Nobody has complained about the P1, 650S or 12C's traction. Randy in fact applauded the 650S's traction. When you're continually monitoring wheel speeds, braking torque can be adjusted on the spot for each wheel. Ultimately you match braking torque to grip continuously thousands of times per second.
Er no. You made a point about the 918 vs M600 and then posted Veyron SS data. That didn't make sense.
Yes you are right HP and PWR do have an affects on acceleration and so do torque output, gear ratios and at high speeds, aerodynamics. The P1 has more power for sure, but the 918 has much more torque. Well I am not claiming anything, it has been proven and tested that the 918 is close to the P1 after 165mph. One source that you keep referring to, Autocar has shown that exactly from 0 all the way up to 180mph. The 918 is actually faster from 0 up to 90mph, but from there on it trails the P1 all the way up to 180mph by only 0.2sec, which is really an eyeblink. This same test car was used in the head to head comparo as well as in the AMS/AS and AZ tests. 0.2sec is negligible really cause this can be also attributed even to a worse reaction time off the start. Topgear got identical 0-100mph acceleration for both cars.
Torque actually doesn't play a part at higher speeds, more at lower speeds. The P1 top end is broad enough to be around 900hp for >1000rpm. This is the same reason the 650S is faster than other cars in its class, broad top end.Yes you are right HP and PWR do have an affects on acceleration and so do torque output, gear ratios and at high speeds, aerodynamics. The P1 has more power for sure, but the 918 has much more torque. Well I am not claiming anything, it has been proven and tested that the 918 is close to the P1 after 165mph. One source that you keep referring to, Autocar has shown that exactly from 0 all the way up to 180mph. The 918 is actually faster from 0 up to 90mph, but from there on it trails the P1 all the way up to 180mph by only 0.2sec, which is really an eyeblink. This same test car was used in the head to head comparo as well as in the AMS/AS and AZ tests. 0.2sec is negligible really cause this can be also attributed even to a worse reaction time off the start. Topgear got identical 0-100mph acceleration for both cars.
There are several explanations for this.
I think you've just inadvertently proved it yourself. The fact that km speed and acceleration times are misaligned is the proof.
Wind affects lower speed acceleration less because there's plenty of surplus power, e.g. 0-150mph. Traction is the dominant factor up to nearly 90mph in a P1. Again it is the inconsistencies between these results that demonstrate the different wind levels in the individual tests. This is why you can't take a time from the individual test and expect it to align with the head-to-head. Different wind speeds. You still can't explain why the F1, CC8S and M600 all recorded 0-200mph times in the individual tests on the same test track but the P1 didn't. Wind, wind and wind. See in bold above.
No, it's still you that doesn't understand the affects of win on 2-way averages I'm afraid. How fast do you expect a car with only 756hp and 458hp/ton with a few hundred kg of downforce and side aero parts to get from 180-200mph anyway? I'd say probably about 10s. The F1 took 8s and it has 627hp and 560hp/ton and is very slippery - good for 240mph aerodynamically.
I believe Treynor has already corrected your drivel and provided telemetry and we know what happened to the Lieb 918 on Dottinger. Enough said.
Sadly my information comes from someone who was actually at the test, who owns a P1 and has all the test telemetry. It is interesting that owners say HL lasts longer and also interesting that this year's 918 was an average of 3-4mph faster on every straight. It'll be interesting to compare charge depletion rate between the 2014 918 and the 2015 918 if MT launch a video of the day.
Fchat are the sort of dummies who defend crap like that.... and the 1360kg kerb weight. They count 2 mechanics as 5 and 2 sets of tyres as 12, except for Porsche, where 2 mechanics were counted as zero by the Fchat le crunch bunch. Let's face it, you have to be really 'special' to believe Ferrari are honest.
I do agree. But, if I pull an emu here and go in with science, judging by the weight that a few have posted around here and there and we say that the Laf is 1500 wet, and it supposedly has better front-end grip, and it has more power, it should be able to at least win against the P1.
What a load of absolute Bull Sh&t you write. There is no proof of any wind playing a negative part in the test results of the Autocar P1 test. In England the wind doesn't blow that hard to make a huge impact on acceleration and speed runs and if the wind was gusting like mad above 40km/h for example it would be stupid and unsafe to drive those cars at high speeds cause the wind wouldn't come in only one direction against the front but could blow against the side of the car as well!. And are you an expert to know exactly if the wind will blow against the runway in the opposite direction to what the car is travelling? Do you actually go and stand there and watch the wind sock all day to see which direction the wind is blowing and stand there with your wind meter and tell the test drivers, ok chaps the wind is gusting in opposite direction to track at 30km/h now we can get a great average time?
I'm surprised that you haven't mentioned all the other tests that have managed to get the 918 to 180 in under 20secs
