**Introducing the Latest Track-Ready Supercar: Exclusive Insights and Technical Details**

When it comes to track-ready supercars, few manufacturers have made as big a splash as McLaren. The latest addition to their lineup is an extremely ambitious project that promises to deliver unparalleled performance on the track. In this exclusive article, we'll delve into the technical details of this car, exploring its innovative features and cutting-edge design.

**Seat Cooling and Ergonomics**

One of the key areas where McLaren has focused its attention is in the realm of seat cooling and ergonomics. The car's seats are equipped with individual pads that provide optimal support and comfort for drivers. These pads have been designed to work in conjunction with pressure mapping and contact points, allowing for a tailored fit that adapts to each driver's unique needs. Furthermore, the seats themselves are positioned to optimize airflow and reduce pressure points, ensuring that even after extended periods of driving, drivers remain comfortable and focused.

"We've done a lot of work on pressure mapping and contact points," explains our source. "The seats are firm but feel pretty comfortable. We've also put a lot of time into what it feels like after two hours of driving – we want to make sure the seat still feels great even at high mileage." With this focus on ergonomics, McLaren has created a car that truly puts the driver first.

**Paddle Shifts and Performance**

Another area where McLaren has made significant strides is in the realm of paddle shifts. The car's paddles are larger than those found on some rival models, providing drivers with greater control over gear changes while maintaining excellent visibility from the cockpit. "We've designed the paddles to be very similar to those found on our 675LT model," explains our source. "This allows us to maintain a consistent level of performance across different trim levels."

When it comes to shifting gears, McLaren's engineers have been vocal about their desire for seamless transitions that don't compromise performance. With this goal in mind, the paddles are designed to be intuitive and responsive, allowing drivers to focus on the track ahead.

**Noise Levels and Cabin Dynamics**

One of the most significant challenges facing supercar manufacturers is balancing performance with driver comfort. For McLaren's latest creation, the solution lies in a cleverly designed cabin that minimizes noise levels while maximizing airflow. The car features an advanced sound system that enhances the overall driving experience without compromising clarity or focus.

"The noise level is still quite high," admits our source. "You can have a conversation at 5060 miles per hour, but when you're accelerating hard, the whole cabin comes alive with induction noise from the air intake system above your head." While this may not be ideal for everyday driving, it's precisely what McLaren intended.

**Aerodynamics and DRS Mode**

When it comes to aerodynamics, McLaren has clearly taken a bold approach. The car features an enormous wing that dominates its rear end, providing both stability at high speeds and improved downforce on the track. This wing is fixed in place, but its behavior can be adjusted through two different modes: Normal Arrow Loading mode and Increased Arrow mode.

For when you need to slow down quickly, McLaren has also included an Air Brake system. "The car's balance and handling are critical," explains our source. "We've designed the rear wing to work seamlessly with the active front arrow, ensuring optimal stability and control."

**Customization and Performance**

One of the most exciting features of McLaren's latest creation is its ability to be customized for individual drivers. The car can accommodate two sizes or even tailored pads, allowing each driver to find their perfect fit. "We want the car to adapt to each driver's needs," explains our source.

When it comes to performance, McLaren has clearly put all the pieces together to create a truly exceptional driving experience. With its advanced materials, clever design, and commitment to precision engineering, this track-ready supercar promises to deliver unparalleled thrills on the road and on the track.

**The Track-Ready Car's Aesthetics**

But what does the car look like when it's not in action? McLaren's designers have opted for a sleek and aerodynamic profile that showcases the car's technical prowess. The rear wing dominates the design, while slats and scoops provide additional airflow management and heat dissipation.

"From the rear of the Sena, it looks pretty wild but also deeply functional," notes our source. "The enormous wing is really what defines the car visually, and it provides an incredible amount of downforce at high speeds." When it comes to aerodynamics, McLaren has truly outdone itself with this latest creation.

**Drivetrain and Performance**

Finally, let's take a look under the hood – or rather, the bonnet. With its massive V8 engine producing over 800 horsepower, McLaren's latest track-ready supercar promises to deliver breathtaking acceleration and performance on the road. The car's focus on aerodynamics has allowed McLaren to optimize airflow around the engine, reducing drag and improving overall efficiency.

**Additional Features and Customization**

When it comes to customization, McLaren has clearly put a focus on individuality. The car can accommodate two sizes or even tailored pads, allowing each driver to find their perfect fit. Furthermore, the car's advanced materials and clever design have allowed McLaren to create a truly unique driving experience that prioritizes both performance and comfort.

**Conclusion**

McLaren's latest track-ready supercar is an exceptional creation that promises to deliver unparalleled thrills on the road and on the track. With its innovative features, cutting-edge design, and commitment to precision engineering, this car is sure to put a smile on the face of any driving enthusiast. Whether you're a seasoned track-day veteran or simply looking for a thrilling new experience, McLaren's latest creation is an absolute must-drive.

"WEBVTTKind: captionsLanguage: enMcLaren Senna is named after the great Ayrton himself and it's quite simply the most focused most extreme road car McLaren has yet built it costs seven hundred and fifty thousand pounds and is powered by a new version of the four liter twin-turbo v8 first seen in the seven 20s and it produces 789 bhp without fluids it weighs a mere 1 1 9 8 kilograms so call it 1,300 kilograms ready to run which is enough power relative to its weight to fire the center to 124 miles an hour from rest in just 6.8 seconds and that makes it identical to the p1 for pure acceleration but the Senate isn't just about straight line performance this is a track car that's been just about legalized for the road and as such it has the most advanced aerodynamic package seen on any road car ever and the result is an astonishing 800 kilograms of downforce as 155 miles an hour which means the Senna is actually all about corners not straights on lap time it will eat a p1 for breakfast even a p1 GTR around any circuit so it's quite a car Evo spoke to the centre's project manager Marc Gaytan recently to find out more about how it came to be where do you start when you first begin designing a car like this do you have a series of target numbers that that you want to try and hit or do you have one specific thing in mind and everything else kind of wasn't just as important as that what what what's day one and you know what exact area did you start with this car and when so we started January 2016 and that's when we really did we started the program off we we created a brief and the brief was we wanted a Romania track car had to be Road legal as well but we wanted to really stretch all of our attributes for a track car and one of the big ones was was Eric we wanted a lot more Aero performance than we've ever done before so you have to start with some numbers because you have to have something you have to have a target to shoot for and then you have to explain to people what then what it's going to take to get to get to a number yeah like 800 kilos of downforce and once that was that a number originally or did you did you end up in a slightly happy no we we target a high number and actually then we worked really hard to to maintain it and all the way through the process you lose a bit and then you gain a bit and then you test something and it works better than you think and in other aspects don't work quite as well so I can remember we've had quite a few meetings looking at some of the aero treatment especially around the front front of the car to look at actually what did they before how did they perform in the wind tunnel where they performing the way we predicted they would be and where we lost a bit of downforce and we go back and adjust something else to to maintain the downforce in an area quite often aerodynamicists and designers don't get on that well Jimmy those your job to manage yeah that was part of my job really was that war and let's say it was a passionate working relationship so because they they both want to do the best for their own for their own area but this time the Aero team had far more say in in how the car had to perform not necessarily how it was going to look but how how it performs so they they would sketch this area we'd like this feature please we'd like this opening and so when you start to put all of their requests and their openings together all the sudden you've got you've got a hard model which then the design team to start working with and stock may be challenging a bit and going well if you can change that aspect and you can move this week it can be a slightly more harmonious in this area but I would say this is probably our most arrow driven car today that you can see from the styling that the every surface has really got a story and I've got a story for every surface for you as well I mean these these intakes here all these outtakes there just dramatic yeah you live in one of those yeah so we sacrifice the luggage bin so there's that's gone completely that's gone there's a large low temperature in there for the engine and then we looked at the intake for large for the LCR as well and then worked on the side the pod construction of the corner to manage all the air through into the wheel arches out and wheel arches and down the side of the car as well so you've got eight hundred yeah whatever it is 150 odd miles on 250 kph okay well where does the arrow start to work what speed have you got to be going in order for you to be getting proper benefit yeah it's it's it's quite a I mean from zero the the arrow loading starts to climb in quite quite a consistent way so you don't really get a if you can imagine a graph it's not an e in the graph where you get nothing then it starts to work it's very progressive the way it builds so you're getting error benefits say 50 miles an hour you can use some but but a lower speed should be more reliant on the mechanical grip where the arrow then as you go faster you get more and more arrow benefit so we got we've got four modes yes right yes so just explain or a what they are and B what happens as ya through them so normal mode is the most compliant mode for Road use I think it's probably in everyday mode for using on Road a sport gives you a little bit more taut suspension settings and it's probably most engaging from a gear change point of view as well because it uses our ignition cut setup for the engine so that's where we're cutting the spark and we keep on fueling and then we reignite when we want to bring the engine back up so it's a real quick gear change and then when you move to track mode you it's the car still at the same ride height track mode even even firmer calibration on a suspension and you get you did we change the engine gear change as well to something we call inertia push yeah so that's where we it's it's not fast as a mission cut but actually it feels like yeah it'll fill and it's the fastest way of getting through a change you really we we use a residual talk that's in the drive line to actually pull the engine through the change rather than dropping it and putting it back up so that they're the sort of three normal modes and you probably recognize them from other MacLaren's and then what we have is we have a race mode which is not for RO juice but it's only for track use and that will drop the car into it and makes best use of the aerodynamics and that's where most of the aerodynamics have been designed for a race mode and it becomes illegal on the road purely because of the ride height yeah because it's not been homologated at that height so for the ride heights it's it's a track only use but also it's not that usable at that height because the ramp angle the clearance the clearance under the car as well it's just not that user-friendly on on the road sure this is going to be a rather unfair question but is this car basically a 720 s with a ton of bits on it or is it a brand new completely different thing it's it's it would be easy for me to say oh we've changed this we've changed this we've changed this we changed this and so you start with something you change all the components and have you is it is it a variant of what you started with or is it something new when we started with looking at what we wanted to achieve and we started talking to the Aero team started talking design team I mean I you know even the doors they're they're brand new doors a door developments quite quiet quite a big thing the doors weren't cheap on the 720's of Syndrome no there I mean the McLaren dihedral doors are lovely things and with these doors of ingress egress is is fantastic but we wanted to save weight and we wanted a smaller package the car is actually narrower at the waist so to evacuate the air from the wheel arches so we we said right we'll do new doors okay we'll do a new structure so the rear of the car isn't you okay so we'll actually create a new when you say new structure what subprimes so the whole rear of Sena is one big composite structure that's got a double bulkhead with all this rollover protection out all built in and all the anchor points for a six point harness as well okay that's very different then yeah so so we started with a structure the car changed that and then we looked at the the front frame the overhangs a lot more so there's there's a whole new carbon fiber structure underneath that manages all the crash loads and so when you say we started with 720 well it's got the four litre v8 but but it's but it's got 800 Newton meters in 800ps and yeah we've changed the intake plenum it's a whole new induction system it's got new camshafts it's got a new way of controlling the engine normally we control the engine bank-to-bank so there's a so we control each side we control each cylinder on Sena so this is something new for us cracking okay but I mean fundamentally you've got the mono cell yes 2 or 3 this is 3 3 3 mm yeah same 4 litre v8 no difference they're tuned some gave ups yeah we've got our 7-speed a shift ok so the bare bones over 7 yeah the fair bones but you know there's there's a McLaren we use the word a bit too much DNA sometimes but there there are core building blocks but everything you look at everything else is new the whole body's new the the suspension system was only ever used on p1 and this is a new evolution of it you know our our our brace active suspension so we're we have and that's completely different from sometimes yes completely different you know we've we've got not only ride height control we've got Heath control and we can change the you know the pressure fronts of rear as well so that works in conjunction with the Aero system that would be active Aero system frontal rear as well so those two systems working together completely different than even even p1 and I'm all right in thinking that though in all its modes that the car is basically monitoring what it is doing and the ride height is yes it's constantly monitoring it consume monitoring its ride height to manage its Aero loading and actually reacting to to what the road is doing as well is it act you've got cameras where it's really no no no so as its reacting I can't remember how many milliseconds it takes so as soon as the sensors on the system detects maybe one one damper going so into bump it a the system responds to level itself so it's it's still reactive not not active yes it's not looking at hey McClaren claims the center can stop from 200 kilometers an hour or 124 miles an hour in just 100 meters mostly that's due to its massive new carbon ceramic brake discs and it's forged six piston monobloc calipers at the front four Pistons at the back but it's also down to that absence of overall weight plus a set of new bespoke Pirelli PZero Trofeo tires that deliver almost as much grip as a full slick in the dry says McLaren so here we are inside the centre it feels fundamentally familiar having sat in various of your products over the years but he's percent Ong with the - that the moves yeah but there are some there'd be some differences but what is different in here chromosome 20 well it's quite a lot I mean the the interior team as well were took on the challenge of a lot of lightweight components and the design team as well work with the ergonomic team to actually make the use on track probably a bit easier so the you'll notice that the what we call the DNR module moves with the seat I really like that so that it's always in the same place so you always know where it is and the we've repackaged the our display here to be more upright and more angled towards the driver so you can look over the top of it when you're on a track but then you can also look down at the track telemetry okay and you can reach tracked tracks and imagery quite quickly I'm struggling to find the Bonoff button the start button where's that gone it's up here okay so we've moved all switches up here now so even the door opening window lifts buttons to stop start buttons up here because when we redesign the doors we took all the weight off the doors and we centralize all the weight here now what it does that saves weight on harnesses we're not chasing harnesses out to doors we're not duplicating switchbacks so we put it all up in the central area miss seats of maker as well are they yeah so these what we've done we've we took our previous seats that we originally put into p1 people really liked them but we wanted a little bit more support on the track on the shoulders and so we've done a new shell the shell is just like the three by three point three five kilos and its own right really lights it's a twin skin molded shell so which is it's quite a first for us and we try and help with seat cooling you see the seats got individual pads as well yeah so that and we've done a little work on pressure mapping and contact points the and then these can be individually tailored so we do two sizes we're the or you can have individual tailored pads as well I mean they're firm but they feel pretty comfortable clamped yeah I think the secret of a good seats is if you drive it for two hours how do you feel after two hours you know if the seat feels quite comfortable after a few seconds okay that may be okay but it's really two hours we put a lot of time into what does this feel like after two hours of driving I noticed the paddle shifts the actual paddles themselves they look a lot bigger to me yeah so yeah so we've got our longest paddle on this car so that you can still use the paddles when you when you're steering I play one paddle yes it's very similar to p1 right it's the same we had on 675lt and p1 how noisy is it on the move I mean I've seen in your materials that you've actually been very kind of courageous in the way you've expressed it cause you've said what we're comfortable with the fact that refinements taking a bit of yeah taking a bit of a punch yeah because it's a proper track for this it is so 5060 miles an hour can you know if you're if you're off throttle and you can have a conversation at 5060 miles an hour but when you're on to ruffle this whole cabin comes alive I mean the you've got the induction noise from the air intake system directly above your head yeah you've got a double a double-walled rear structure which actually is excited by the engine so the engine fills in the cabin with you right so you really expect this car alright I think I need to fire it up am I allowed to fire it out yes you are are you sure yo yeah okay from the rear of the Sena looks pretty wild but also deeply functional aerodynamically and it features all sorts of slats and scoops as you can see to allow hot air to flow out of and away from it on the move but inevitably it's that enormous wing that dominates the rear view and which defines the car visually this is very obviously the business end of the car can you just describe what this wing does yeah so we decided cut early on in a program we're gonna have a high fixed wing and then it was about the detail of wing so it's fixed I thought it moves it moves but what I mean is it doesn't go back down into the body like I can't like p1 we want to be up in the air flow stays there all the time but that's it it doesn't go any further no so what it has it has a DRS mode as a normal mode which is in there this is normal arrow loading mode and then it has an increased arrow mode and an air brake mode as well for when you're braking okay and that well of course the car has to be balanced and so the rear wing works with the active front arrow to balance the car so the most most important aspects of this is that we're we're hanging the rear wing instead of supporting the rear wing this keeps the underside especially around by the panel's nice and clean and we keep the efficiency of the outer part of wing which is doing most of the work for us it's a that's a twin Element wing because we get more efficiency from two elements of that size then one large element and also the M plates have an important function to to manage the the air from being from spinning off the wing as well some are that's one thing I've noticed there's no number plate with what is it number plate go so whatever you put on is gonna fit yeah coming out that's right and that's exactly why what you're looking at now is it's in its track mode where the number plate Flint's not fitted but between those fixings of those of those fences there there's a carbon fiber number plate plinth that you screw on and then when you go to the track you can take it off to get the maximum heat dissipation out of the rear of the car the front also has a similar treatment where we've hidden the fixings underneath so you can put a number plate plinth on but when you go to the track you take the number plate plinth off and then you get maximum low temp read performance as well wow that's quite trick isn't it I like that we drive the center later this year and it'll be at an as yet undisclosed circuit that will says McLaren have lots of fast corners on it where the car can really show us what it can do and so for the time being everything else as they say is just waiting youMcLaren Senna is named after the great Ayrton himself and it's quite simply the most focused most extreme road car McLaren has yet built it costs seven hundred and fifty thousand pounds and is powered by a new version of the four liter twin-turbo v8 first seen in the seven 20s and it produces 789 bhp without fluids it weighs a mere 1 1 9 8 kilograms so call it 1,300 kilograms ready to run which is enough power relative to its weight to fire the center to 124 miles an hour from rest in just 6.8 seconds and that makes it identical to the p1 for pure acceleration but the Senate isn't just about straight line performance this is a track car that's been just about legalized for the road and as such it has the most advanced aerodynamic package seen on any road car ever and the result is an astonishing 800 kilograms of downforce as 155 miles an hour which means the Senna is actually all about corners not straights on lap time it will eat a p1 for breakfast even a p1 GTR around any circuit so it's quite a car Evo spoke to the centre's project manager Marc Gaytan recently to find out more about how it came to be where do you start when you first begin designing a car like this do you have a series of target numbers that that you want to try and hit or do you have one specific thing in mind and everything else kind of wasn't just as important as that what what what's day one and you know what exact area did you start with this car and when so we started January 2016 and that's when we really did we started the program off we we created a brief and the brief was we wanted a Romania track car had to be Road legal as well but we wanted to really stretch all of our attributes for a track car and one of the big ones was was Eric we wanted a lot more Aero performance than we've ever done before so you have to start with some numbers because you have to have something you have to have a target to shoot for and then you have to explain to people what then what it's going to take to get to get to a number yeah like 800 kilos of downforce and once that was that a number originally or did you did you end up in a slightly happy no we we target a high number and actually then we worked really hard to to maintain it and all the way through the process you lose a bit and then you gain a bit and then you test something and it works better than you think and in other aspects don't work quite as well so I can remember we've had quite a few meetings looking at some of the aero treatment especially around the front front of the car to look at actually what did they before how did they perform in the wind tunnel where they performing the way we predicted they would be and where we lost a bit of downforce and we go back and adjust something else to to maintain the downforce in an area quite often aerodynamicists and designers don't get on that well Jimmy those your job to manage yeah that was part of my job really was that war and let's say it was a passionate working relationship so because they they both want to do the best for their own for their own area but this time the Aero team had far more say in in how the car had to perform not necessarily how it was going to look but how how it performs so they they would sketch this area we'd like this feature please we'd like this opening and so when you start to put all of their requests and their openings together all the sudden you've got you've got a hard model which then the design team to start working with and stock may be challenging a bit and going well if you can change that aspect and you can move this week it can be a slightly more harmonious in this area but I would say this is probably our most arrow driven car today that you can see from the styling that the every surface has really got a story and I've got a story for every surface for you as well I mean these these intakes here all these outtakes there just dramatic yeah you live in one of those yeah so we sacrifice the luggage bin so there's that's gone completely that's gone there's a large low temperature in there for the engine and then we looked at the intake for large for the LCR as well and then worked on the side the pod construction of the corner to manage all the air through into the wheel arches out and wheel arches and down the side of the car as well so you've got eight hundred yeah whatever it is 150 odd miles on 250 kph okay well where does the arrow start to work what speed have you got to be going in order for you to be getting proper benefit yeah it's it's it's quite a I mean from zero the the arrow loading starts to climb in quite quite a consistent way so you don't really get a if you can imagine a graph it's not an e in the graph where you get nothing then it starts to work it's very progressive the way it builds so you're getting error benefits say 50 miles an hour you can use some but but a lower speed should be more reliant on the mechanical grip where the arrow then as you go faster you get more and more arrow benefit so we got we've got four modes yes right yes so just explain or a what they are and B what happens as ya through them so normal mode is the most compliant mode for Road use I think it's probably in everyday mode for using on Road a sport gives you a little bit more taut suspension settings and it's probably most engaging from a gear change point of view as well because it uses our ignition cut setup for the engine so that's where we're cutting the spark and we keep on fueling and then we reignite when we want to bring the engine back up so it's a real quick gear change and then when you move to track mode you it's the car still at the same ride height track mode even even firmer calibration on a suspension and you get you did we change the engine gear change as well to something we call inertia push yeah so that's where we it's it's not fast as a mission cut but actually it feels like yeah it'll fill and it's the fastest way of getting through a change you really we we use a residual talk that's in the drive line to actually pull the engine through the change rather than dropping it and putting it back up so that they're the sort of three normal modes and you probably recognize them from other MacLaren's and then what we have is we have a race mode which is not for RO juice but it's only for track use and that will drop the car into it and makes best use of the aerodynamics and that's where most of the aerodynamics have been designed for a race mode and it becomes illegal on the road purely because of the ride height yeah because it's not been homologated at that height so for the ride heights it's it's a track only use but also it's not that usable at that height because the ramp angle the clearance the clearance under the car as well it's just not that user-friendly on on the road sure this is going to be a rather unfair question but is this car basically a 720 s with a ton of bits on it or is it a brand new completely different thing it's it's it would be easy for me to say oh we've changed this we've changed this we've changed this we changed this and so you start with something you change all the components and have you is it is it a variant of what you started with or is it something new when we started with looking at what we wanted to achieve and we started talking to the Aero team started talking design team I mean I you know even the doors they're they're brand new doors a door developments quite quiet quite a big thing the doors weren't cheap on the 720's of Syndrome no there I mean the McLaren dihedral doors are lovely things and with these doors of ingress egress is is fantastic but we wanted to save weight and we wanted a smaller package the car is actually narrower at the waist so to evacuate the air from the wheel arches so we we said right we'll do new doors okay we'll do a new structure so the rear of the car isn't you okay so we'll actually create a new when you say new structure what subprimes so the whole rear of Sena is one big composite structure that's got a double bulkhead with all this rollover protection out all built in and all the anchor points for a six point harness as well okay that's very different then yeah so so we started with a structure the car changed that and then we looked at the the front frame the overhangs a lot more so there's there's a whole new carbon fiber structure underneath that manages all the crash loads and so when you say we started with 720 well it's got the four litre v8 but but it's but it's got 800 Newton meters in 800ps and yeah we've changed the intake plenum it's a whole new induction system it's got new camshafts it's got a new way of controlling the engine normally we control the engine bank-to-bank so there's a so we control each side we control each cylinder on Sena so this is something new for us cracking okay but I mean fundamentally you've got the mono cell yes 2 or 3 this is 3 3 3 mm yeah same 4 litre v8 no difference they're tuned some gave ups yeah we've got our 7-speed a shift ok so the bare bones over 7 yeah the fair bones but you know there's there's a McLaren we use the word a bit too much DNA sometimes but there there are core building blocks but everything you look at everything else is new the whole body's new the the suspension system was only ever used on p1 and this is a new evolution of it you know our our our brace active suspension so we're we have and that's completely different from sometimes yes completely different you know we've we've got not only ride height control we've got Heath control and we can change the you know the pressure fronts of rear as well so that works in conjunction with the Aero system that would be active Aero system frontal rear as well so those two systems working together completely different than even even p1 and I'm all right in thinking that though in all its modes that the car is basically monitoring what it is doing and the ride height is yes it's constantly monitoring it consume monitoring its ride height to manage its Aero loading and actually reacting to to what the road is doing as well is it act you've got cameras where it's really no no no so as its reacting I can't remember how many milliseconds it takes so as soon as the sensors on the system detects maybe one one damper going so into bump it a the system responds to level itself so it's it's still reactive not not active yes it's not looking at hey McClaren claims the center can stop from 200 kilometers an hour or 124 miles an hour in just 100 meters mostly that's due to its massive new carbon ceramic brake discs and it's forged six piston monobloc calipers at the front four Pistons at the back but it's also down to that absence of overall weight plus a set of new bespoke Pirelli PZero Trofeo tires that deliver almost as much grip as a full slick in the dry says McLaren so here we are inside the centre it feels fundamentally familiar having sat in various of your products over the years but he's percent Ong with the - that the moves yeah but there are some there'd be some differences but what is different in here chromosome 20 well it's quite a lot I mean the the interior team as well were took on the challenge of a lot of lightweight components and the design team as well work with the ergonomic team to actually make the use on track probably a bit easier so the you'll notice that the what we call the DNR module moves with the seat I really like that so that it's always in the same place so you always know where it is and the we've repackaged the our display here to be more upright and more angled towards the driver so you can look over the top of it when you're on a track but then you can also look down at the track telemetry okay and you can reach tracked tracks and imagery quite quickly I'm struggling to find the Bonoff button the start button where's that gone it's up here okay so we've moved all switches up here now so even the door opening window lifts buttons to stop start buttons up here because when we redesign the doors we took all the weight off the doors and we centralize all the weight here now what it does that saves weight on harnesses we're not chasing harnesses out to doors we're not duplicating switchbacks so we put it all up in the central area miss seats of maker as well are they yeah so these what we've done we've we took our previous seats that we originally put into p1 people really liked them but we wanted a little bit more support on the track on the shoulders and so we've done a new shell the shell is just like the three by three point three five kilos and its own right really lights it's a twin skin molded shell so which is it's quite a first for us and we try and help with seat cooling you see the seats got individual pads as well yeah so that and we've done a little work on pressure mapping and contact points the and then these can be individually tailored so we do two sizes we're the or you can have individual tailored pads as well I mean they're firm but they feel pretty comfortable clamped yeah I think the secret of a good seats is if you drive it for two hours how do you feel after two hours you know if the seat feels quite comfortable after a few seconds okay that may be okay but it's really two hours we put a lot of time into what does this feel like after two hours of driving I noticed the paddle shifts the actual paddles themselves they look a lot bigger to me yeah so yeah so we've got our longest paddle on this car so that you can still use the paddles when you when you're steering I play one paddle yes it's very similar to p1 right it's the same we had on 675lt and p1 how noisy is it on the move I mean I've seen in your materials that you've actually been very kind of courageous in the way you've expressed it cause you've said what we're comfortable with the fact that refinements taking a bit of yeah taking a bit of a punch yeah because it's a proper track for this it is so 5060 miles an hour can you know if you're if you're off throttle and you can have a conversation at 5060 miles an hour but when you're on to ruffle this whole cabin comes alive I mean the you've got the induction noise from the air intake system directly above your head yeah you've got a double a double-walled rear structure which actually is excited by the engine so the engine fills in the cabin with you right so you really expect this car alright I think I need to fire it up am I allowed to fire it out yes you are are you sure yo yeah okay from the rear of the Sena looks pretty wild but also deeply functional aerodynamically and it features all sorts of slats and scoops as you can see to allow hot air to flow out of and away from it on the move but inevitably it's that enormous wing that dominates the rear view and which defines the car visually this is very obviously the business end of the car can you just describe what this wing does yeah so we decided cut early on in a program we're gonna have a high fixed wing and then it was about the detail of wing so it's fixed I thought it moves it moves but what I mean is it doesn't go back down into the body like I can't like p1 we want to be up in the air flow stays there all the time but that's it it doesn't go any further no so what it has it has a DRS mode as a normal mode which is in there this is normal arrow loading mode and then it has an increased arrow mode and an air brake mode as well for when you're braking okay and that well of course the car has to be balanced and so the rear wing works with the active front arrow to balance the car so the most most important aspects of this is that we're we're hanging the rear wing instead of supporting the rear wing this keeps the underside especially around by the panel's nice and clean and we keep the efficiency of the outer part of wing which is doing most of the work for us it's a that's a twin Element wing because we get more efficiency from two elements of that size then one large element and also the M plates have an important function to to manage the the air from being from spinning off the wing as well some are that's one thing I've noticed there's no number plate with what is it number plate go so whatever you put on is gonna fit yeah coming out that's right and that's exactly why what you're looking at now is it's in its track mode where the number plate Flint's not fitted but between those fixings of those of those fences there there's a carbon fiber number plate plinth that you screw on and then when you go to the track you can take it off to get the maximum heat dissipation out of the rear of the car the front also has a similar treatment where we've hidden the fixings underneath so you can put a number plate plinth on but when you go to the track you take the number plate plinth off and then you get maximum low temp read performance as well wow that's quite trick isn't it I like that we drive the center later this year and it'll be at an as yet undisclosed circuit that will says McLaren have lots of fast corners on it where the car can really show us what it can do and so for the time being everything else as they say is just waiting you\n"