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2005/2006 F1 News and Testing.
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Introducing the McLaren MP4-21
The Team McLaren Mercedes 2006 Formula One car, the MP4-21, made its track debut today at the Circuit de Catalunya, Barcelona, Spain. The MP4-21 is fundamentally a new car, however the basic concept is an evolution of the 2005 challenger, the MP4-20, which won ten out of the season's 19 Grands Prix.
Test driver, Pedro de la Rosa, was at the wheel of the MP4-21 as it left the garage for the first time at 09:15 local time to complete its installation lap. Juan Pablo Montoya will take over driving duties for tomorrow, Tuesday 24th, and Wednesday 25th, with Kimi Raikkonen having his debut runs on Thursday 26th and Friday 27th January. Pedro and fellow test driver Gary Paffett will test alongside the team's race drivers in an interim MP4-20, continuing the Michelin tyre development programme, until chassis two of the new car is scheduled to hit the test track in Valencia sometime during the week commencing 13th February.
"I am really pleased to have been at the wheel of MP4-21 today" said Pedro. "The car feels good initially, but it is of course too early to really understand it's potential and we need to put a lot more laps on it. We have around 20 days of on track running before the cars leave for Bahrain on Friday 3rd March. As today is the initial shakedown, our focus will be to familiarise ourselves with the MP4-21 and the Mercedes-Benz FO 108S V8 engine, and to run the various systems checks that are required with a new car."
"Everyone at Team McLaren Mercedes is looking forward to the challenges ahead this season, and we took a major step in our preparations for 2006 today by starting to test the MP4-21 at Barcelona," commented Martin Whitmarsh, CEO Formula One, Team McLaren Mercedes. "The anticipation within the team as to how competitive the new car will be is great, particularly given the pace of our 2005 racer and the level of work that has been put into the MP4-21 project. However these are early days, we have a comprehensive programme to complete with the car over the next few weeks. This will mean hard and dedicated work from the whole team supported by our Technology Partners and Official Suppliers, including an aggressive schedule of upgrades to come on line before Bahrain."
The revised engine regulations for 2006, with the change from V10 to V8, has dominated the overall design process. Research into a direction for the MP4-21 began in August 2004, when Team McLaren Mercedes started to consider the new V8, 2.4 litre power plant, which as in 2005 has to last for two Grands Prix weekend. Designed and built from scratch, the Mercedes-Benz FO 108S V8, which ran for the first time at Silverstone on 13th September 2005 following its dyno debut on 15th June of the same year, also has to conform to the below restrictions:
V-angle of the cylinders set a 90 degrees
Use of a maximum of two inlet and exhaust valves each, previously restrictions have only covered the number of cylinders and a limit of five valves
Minimum engine weight of 95 kilograms
Maximum cylinder bore of 98 millimetres
The position of the engine's centre of gravity
Precisely defined alloys for the manufacturing of engine components
"The challenge with a brand new Formula One car is the same every year, but nevertheless there were even more intensive tasks to be dealt with this year than ever before," said Norbert Haug, Vice President, Mercedes-Benz Motorsport. "The regulations require new V8 engines with a 2.4-litre capacity, and in addition to this the need to compensate for the restriction of the aerodynamics, this took a lot of time and effort. The power reduction by more than 150 bhp put additional strain on the aerodynamic concept. The aim was to further reduce drag and maintain or even increase downforce – which with the given limitations reminded the technicians that it is possible to achieve the impossible. As a result of this complex task it was important to invest sufficient time before the final definitions were made. We are very satisfied that the new MP4-21 has had a successful debut today. Its basic data promises that we have got a good basis. Our new engine covered about 6500 kilometres on track and more than double this amount on the dynos in Brixworth and Stuttgart. Now it is our task to prepare the new car for Bahrain in six more tests with more than 20 testing days when most of the time two MP4-21s will be run following Barcelona. The aim is to continue on last year's level of performance."
In October of 2004, the design team began its research into revised engine systems concepts, with the new regulations providing the opportunity to develop areas such as the cooling system, air and oil consumption and fuel supply.
"The development of the Mercedes-Benz V8 engine, and its ancillary areas, has seen McLaren Racing provide a strong supporting role to Mercedes-Benz High Performance Engines, further integrating the facilities in Woking, Brixworth and Stuttgart," added Martin Whitmarsh.
Aerodynamics also received early attention, with the development programme starting as the 2005 season was getting underway in April of that year and the aero specification set in late October / early November. A key area of focus was the opportunity to exploit the smaller power unit by repackaging the rear of the car. In addition, the regulation change that stipulates the forward deflectors ahead of the reference plane must be raised by 50mm proved to be significant to the aerodynamics of MP4-21 and required innovative solutions from the Team McLaren Mercedes design team.
April 2005 also saw initial transmission and drive train work begin and the following month, the first spec of MP4-21 was issued by the design team. By September, production had begun, with chassis manufacturing starting one month later.
Other key regulation changes include the increase in crash test loads to the rear structure by 50 per cent, leading to the development of complex composite structures to absorb the required energy. Late December saw the MP4-21 chassis complete its first FIA crash test.
On the sporting side, there is a new qualifying format and the return to tyre changes in pit stops. The latter has been a focus of the extensive winter testing schedule throughout December and January to date, with the team working alongside Michelin to develop the new compounds and constructions for 2006. By the end of the final test in December 2005, Team McLaren Mercedes had covered over 6,000kms with the Mercedes-Benz V8 engine.
"Visually MP4-21 will look very similar to MP4-20," said Jonathan Neale, Managing Director of McLaren Racing. "In addition to the tighter packaging to the rear of the car, people will notice differences to the nose area, which has been lowered, and the aero body work, such as the barge boards and deflectors. The reduction in required cooling for the V8 engine has allowed us to in turn reduce the size of air intakes, this includes apertures in the main chassis, which is beneficial to the overall aerodynamic package. There are a significant number of changes in the cars structure, geometry and aerodynamics as a consequence of 16 months of R&D innovation. At McLaren Racing, we have a strong team of 135 engineers, and all have made a vital contribution. Now the new car has been released, our primary short term focus will switch to durability testing, proving the software, the systems and the 11,500 car components, 90% of which have changed from MP4-20. In addition we have a series of engine and chassis performance packages to bring to the car for the initial races. There is a lot of work to be done."
The MP4-21 timeline
On the day that McLaren's 2006 contender - the MP4-21 - makes its track debut, we look at the car's timeline:
First engine design meeting: August 2004
Engine specification first issue: October 2004
Layout work started on MP4-21: April 2005
First design meeting: April 2005
Gearbox simulation: Mid April 2005
Car specification first issue: May 2005
First scheming of gearbox: May 2005
First dyno test for V8 engine: June 2005
Windtunnel work commences: Early July 2005
First drawing for gearbox: July 2005
Datum sheet Issue, final dimensions: August 2005
First track test for V8 engine: September 2005
Gearbox production begun: September 2005
Chassis manufacturing begun: October 2005
Car mock-up ready: Chassis –November 2005
Initial engine –November 2005
Final engine – December 2005
First chassis ready for bonding: December 2005
FIA test on first chassis: December 2005
First car build started: December 2005
First car build finished: January 2006
First track test of MP4-21: 23rd January 2006
Cars depart McLaren Technology Centre for first race: Friday 3rd March 2006
Again - another team has forgotten to put an engine in their car!
Nose - well..yuck.
Sidepods intakes are tiny.
Still got the horn...
Front wing looks good.
Rear end looks nicely packaged
From the front axle backwards - it looks great.
Simon/~Flibster
Nose - well..yuck.
Sidepods intakes are tiny.
Still got the horn...
Front wing looks good.
Rear end looks nicely packaged
From the front axle backwards - it looks great.
Simon/~Flibster
Martini expected to return to F1 with Ferrari
Ferrari will announce this afternoon they have signed up Martini as their latest sponsor. The Italian drinks brand will be on the car, which will be revealed during the launch on Tuesday.
Martini has been a sponsor in Formula One back in the seventies, when they sponsored the famous Lotus and Brabham teams.
More information on the deal as expected very shortly today.
Technical Specs of MP4-21
The Team McLaren Mercedes 2006 Formula One car, the MP4-21, made its track debut today at the Circuit de Catalunya, Barcelona, Spain. The MP4-21 is fundamentally a new car, however the basic concept is an evolution of the 2005 challenger, the MP4-20, which won ten out of the season's 19 Grands Prix. Here are the Technical Specifications of the MP4-21.
ENGINE
Type: Mercedes-Benz FO 108S
No. of cylinders: 8
Fuel: Mobil 1 Unleaded
Lubricants: Mobil 1 products
Engine: 95kg
TRANSMISSION
Gearbox Speeds: Seven forward and one reverse
Semi-auto: Yes
Driveshafts: McLaren
Clutch: Hand-operated
Chassis: McLaren moulded carbon fibre/aluminium honeycomb composite incorporating front and side impact structures. Contains integral safety fuel cell
Front Suspension: Inboard torsion bar/damper system operated by pushrod and bell crank with a double wishbone arrangement
Rear Suspension: Inboard torsion bar/damper system operated by pushrod and bell crank with a double wishbone arrangement
Suspension Dampers: McLaren
Electronics: McLaren Electronic Systems control units incorporating electronics for chassis, engine and data acquisition. McLaren Electronic Systems also supplies the electronic dash board, alternator voltage control, sensors, data analysis and telemetry systems
Bodywork Construction: One-piece sidepod and engine cover. Separate floor section, structural nose with integral front wing.
Tyres: Michelin
Radios: Kenwood
Race Wheels: Enkei
Batteries: GS Yuasa Corporation
Steering McLaren power-assisted
Instruments McLaren Electronic Systems
Adhesives Henkel Technologies
Super Aguri: We have lodged bond.
The Super Aguri F1 team has confirmed that they have lodged the $48 million bond required to compete in Formula One this season.
A spokesperson for the team told Crash.net that while they were hoping to hear something over the weekend of January 13, they now hope their entry will be officially confirmed very soon.
"The bond was indeed lodged and we are waiting to hear from the FIA," the team replied when asked if they had in fact managed to put together the finances necessary to secure their entry.
No major change to Ferrari livery
Ferrari is on the verge of announcing a sponsorship deal with Martini & Rossi, which has enjoyed a thirty-five year relationship with motorsport.
Although the partnership will not be officially announced until later this afternoon, It is expected that there will be no significant change to the livery on the 2006 Ferrari.
The Martini's 'bull and bar' logo will appear on the nose cone of the new car, but the stripes, seen previously on Porsche Sports-prototypes and Tecno and Brabham F1 cars, will not be present.
The announcement of the Martini deal comes days after Acer announced its sponsorship agreement with the Maranello outfit.
There is still talk of a major deal involving 'Alice', Telecom Italia's broadband subsidiary.
The 2006 Ferrari is unveiled at Mugello tomorrow (Tuesday).
And as Alice are a phone company - will they want to be with Vodafone...as that indicate more towards Vodafone McLaren Mercedes in 2006.
Soldato
Flibster said:Frankly - damn good thing....
Ok..he's got more facial hair and has done less in F1 than Mansell - but he has a personality!
I don't want Mansell clones in F1 - I don't think it'd work now. It's too..corporate.
plus he dont whinge like 'our nige' but then has anyone ever?
Ferrari confirms Martini
Martini has confirmed that it is returning to Formula 1 in 2006 as an official partner of Scuderia Ferrari. The drinks company has signed a multi-year deal with the team and branding will appear in the cars. Martini wants to use Formula 1 to reflect its dynamic, cosmopolitan, and sophisticated nature.
"Martini Racing has more than 35 years experience at the highest levels of motorsport, and this has provided us with a comprehensive understanding of the sensitivities surrounding the drinks industry and motor racing," says Martini racing director Robert Furniss-Roe.
In addition to its sponsorship of Ferrari, and an anti-drink and drive campaign, Martini will also be sponsoring a new lifestyle TV programme in 2006, featuring all the glamour and action from the world's top motorsport series. Thirty three episodes of Martini World Circuit will be broadcast worldwide, in six different languages, from the beginning of March 2006.
Martini Racing's legacy in motorsport stretches as far back as 1968. Since that time Martini has been associated with an illustrious list of teams, including Brabham, Alfa Romeo and Lotus in Formula One, Porsche in the World Champion Series, Le Mans, World Rallying and the German Touring Car Championship and Lancia and Ford in both the World Rally Championship and the World Championship of Endurance Racing.
McLaren plans to revive road car project
McLaren managing-director Martin Whitmarsh says that McLaren is in the process of trying to revive its plans to produce a new road car to follow the current project with Mercedes-Benz.
"The level of interest in McLaren from Mercedes-Benz is higher than it has ever been," Whitmarsh said. "There is a clear commitment to be in F1 in the long term and refreshed interest in road car activities. I think it is increasingly likely that there will be a range of sportscars designed in Woking in the future."
Just make a modern McLaren F1 and I'll be happy.
Especially as the original F1 was supreme and is yet to be beaten.
With the LM spec engine and low drag package it was good for at least 250mph - but was never tested.
McLaren wants Vodafone backing in 2006
McLaren says that it would like to start its relationship with Vodafone earlier than the 2007 start date which has been announced.
"We would like to be Vodafone this year," the team's Martin Whitmarsh confirmed. "Discussions are going on at the moment."
Ferrari has a deal to run with Vodafone backing in 2006 but there is thought to be a possibility that the Italian team could replace Vodafone immediately and thus allow the British mobile phone company to move to McLaren although there would presumably have to be something in the deal to sweeten it for Ferrari. There is, however, very little point in having a disinterested sponsor on the car unless there is not enough money in the kitty at Maranello.
New stand for Silverstone
Silverstone is to build a new grandstand and increase the capacity of its existing facilities in time for the 2006 British Grand Prix.
The new stand, the second to be built on the outside of Club corner, is to be added to increase the number of prime viewing locations and improve comfort levels for fans.
In addition Silverstone is increasing the number of seats in existing grandstands at Copse, Stowe, Luffield and Club.
"We need to make sure those fans are looked after, and provide them with the best facilities possible to watch and enjoy all the action," said Silverstone's MD Richard Phillips.
“For this year’s British Grand Prix we will be making more seats available in the prime viewing areas around the circuit.
This includes the grandstands at Copse and Stowe which are always extremely popular and tend to sell out first. Extending the capacity of existing grandstands will also free up space in other viewing areas, in particular those used by General Admission ticket holders.
This is 100% about improving the British Grand Prix experience for our customers – the fans.
McLaren: THE THEORY OF EVOLUTION
McLaren Racing's team of top-class engineers is building on the strengths of last season's car to design the MP4-21. During the final stages of the process, Racing Line spent some time at McLaren Racing to uncover the secrets of the 2006 challenger.
There's a saying at McLaren Racing, which goes like this: "Progress is not always made by reasonable men." What does it mean? It means this is a team pushing hard. Very hard.
"We are demanding of each other," confides Managing Director Jonathan Neale, "but the teamwork here is fantastic." As he points out, they put 28 trophies into the cabinet last season. It was confirmation of the skills of the team's 135 engineers. At the head of this mountain of talent are several key figures who will carry this confidence forward with the MP4-21.
Chief Engineer of the car is Tim Goss, supported by Engineering Director Paddy Lowe and Executive Director of Engineering Neil Oatley. Heading up the Aerodynamic Development is Peter Prodromou, Chief Designer is Mike Coughlan and Head of Race Engineering is Steve Hallam. Together they make a formidable team, with as many years spent in research departments as at racetracks. In fact, between them they have been working at McLaren for 80 years. No wonder the MP4-20 was so successful.
Mike Coughlan, Chief Designer
Paddy Lowe, Engineering Director
Peter Prodromou, Head of Aerodynamic Development
Tim Goss, Chief Engineer MP4-21
"The programme for this year is being headed up by Tim Goss," explains Martin Whitmarsh, CEO Formula 1, Team McLaren Mercedes. "He is the person who has looked at the way in which the regulation changes for 2006 impact upon the programme. He has also assessed the performance and reliability of the MP4-20."
Goss works closely with Lowe and beneath them are four key departments. The aerodynamic team, headed by Prodromou, conducts much of the initial research in the wind tunnel. Meanwhile, vehicle design, under Coughlan's direction, is responsible for realising the car. They are joined by the simulation and race-engineering sections, which respectively test new ideas and consider their usability.
"These departments have different roles in determining the specification for the vehicle, and delivering against it," says Whitmarsh. "Within this engineering organisation, there are a range of research and development tasks and techniques which are used to develop approaches which will enhance the performance of the car.
"We are also supported by our Technology Partners and Official Suppliers, who with their own research and development programmes, help us to achieve our goals in complex and short time frames."
Research into a direction for the MP4-21 began in August 2004, when Mercedes-Benz High Performance Engines started to consider the new V8 power plant. In October of that year, McLaren Racing began research into revised engine system concepts.
In early 2005, the aerodynamic group began looking at improvements to the MP4-20, along with blue-sky ideas. The car was divided into fundamentals such as chassis and front and rear axles, and projects for the MP4-20 that had not been fully researched were considered. This development programme - covering everything from control systems to suspension arrangement - was carried out while the 2005 Formula 1 World Championship was just starting.
Each aerodynamic component conceived by Prodromou and his department was received by the aerodynamic design group and translated into a specification, destined either for Computational Fluid Dynamics (CFD) or wind tunnel testing. Once this research was complete it would be handed as a CAD model to the design group, who refined the model to prepare it for manufacture. At the same time, Goss was pulling together a specification for the MP4-21, with input from all the senior engineers. This input included ideas from Coughlan and his team of design heads, specialists in areas such as front and rear suspension and transmission.
"From May 2005 onwards we began holding design review meetings every two weeks," explains Lowe. "Chaired by Tim [Goss], these meetings involved a report from each of the design heads and other senior engineers, so we evolved the specification of the MP4-21. We produced the technical specification, a document that outlines the headline objectives, detailed definitions and the identification of potential risks."
According to Lowe, there were three strands that the engineers had to consider when designing the MP4-21. "Firstly, dealing with the rule changes and the opportunities they presented for re-optimisation," he explains. "Secondly, the general input of the research and latest ideas for making the car quicker than the year before. Thirdly, improvements to make the MP4-21 more reliable, whether it was how long parts last for or how easy they are to maintain."
However, the team would not commit to the use of any part until an advanced range of techniques had been used to research and define the specification. These include the wind tunnel, CFD, Finite Element Analysis (FEA), simulation and test rigs. "With the MP4-21A we have made sure we use these techniques to the full to prove out any new features," says Goss. "In particular our simulation capability has advanced to the stage where we can explore some of the more subtle characteristics in suspension geometry, suspension compliance and aerodynamic sensitivities. It means we have much greater confidence in the performance of the finished product before it hits the track." Ask Goss what the biggest challenge has been in designing the MP4-21 and, along with the rest of the team's engineers, he will answer "rule changes". The biggest of these is undoubtedly that affecting the engine.
"The change to a 2.4-litre V8 engine with accompanying material restrictions has given all the engine suppliers a major challenge in a limited timescale," he says. "At McLaren Racing we have provided a supporting role to Mercedes-Benz High Performance Engines, and the supply of the MP4-20B mule car for engine testing has been a valuable part of this assistance."
As well as the need to design a completely new power unit, the engine change also involves looking at ancillary areas such as the cooling system, air and oil consumption, and the fuel supply. Meanwhile, for Prodromou and his aero team, it also opened up the opportunity for repackaging the rear of the car. "It is one of the fundamental areas we looked at, so a lot of effort has been put into exploiting the fact that there is a V8 engine," he says.
Another focus has been on the deflector and barge board area, as a new regulation stipulates that the forward deflectors ahead of the reference plane must be raised by 50mm. "This is very significant for the aerodynamics," says Prodromou. "It is at the front of the car, so you cannot ignore it. We could have derived a solution very quickly by taking what we had last year and raising it by 50mm, but the implications are significant, so a lot of research has gone into this area. We have made leaps and strides in recouping the lost downforce this regulation brings."
For Coughlan's design group, one major area of focus has been dealing with an alteration to the mandatory crash test for the rear structure of the car. "There has been a 50 per cent increase in the amount of energy that the car must absorb, making the test a 2000bhp event," says Coughlan. "We are quite pleased with what we have done, but it was hard."
In addition to the technical regulations, there are also sporting rule changes for 2006, including a new qualifying format and the re-introduction of tyre changes during a race. Team McLaren Mercedes has already been testing new compounds and constructions with Michelin, with the drivers helping to develop these, along with the rest of the car. Naturally, their input is crucial. "The car's performance is determined by physics, but to make it useable it has to be drivable," says Neale. "That means understanding each driver's style and optimising the car for both Juan Pablo and Kimi - it has to be adjustable. The drivers are a huge part of the development process."
The MP4-21 is scheduled to hit the test track later this month. To the naked eye, it is destined to look very similar to its predecessor. However, do not underestimate the innovation and thousands of man-hours that have gone into developing this racing car. Indeed, as the MP4-21 neared completion, the 55-strong design department was producing 500 drawings a week.
"McLaren Racing is a high performance organisation," concludes Neale. "We have structured R&D across a range of initiatives and we expect our designers to be innovative with their knowledge." With the team already planning upgrades to the base spec of the MP4-21, it's clear that come the first race in Bahrain, we'll see the debut of a highly evolved species.
Irvine faces arrest in London
Former Ferrari and Jaguar driver Eddie Irvine would be arrested on sight by London police, it has emerged.
A spokeswoman told the 'Belfast Telegraph' newspaper that the arrest warrant dates back to 2003, when the 40-year-old Ulsterman failed to appear in court after speeding on a motor scooter without a license or valid insurance.
But in a little bit of good news for Irvine, the warrant is not actively being chased up by London police, and the multi-millionaire would be immediately released on bail.
Rosberg to debut FW28
Rookie Nico Rosberg, not experienced teammate Mark Webber, will be given the honour of being the first to test Williams' new Cosworth-powered 'FW28'.
"That makes me very happy" the 20-year-old German told 'ZDF Online'.
The contender is to be revealed to the media at the team's Oxfordshire base on Friday.
McLaren fund Hamiltons GP2 drive
McLaren is financing Lewis Hamilton's final step before reaching the formula one grid, the team's 'F1 CEO' admits.
Martin Whitmarsh said both Woking based McLaren and engine partner Mercedes-Benz 'have taken the decision' that 20-year-old Hamilton will move to GP2, where he fills F1-bound series champion Nico Rosberg's ART seat.
"We feel the series provides the competitiveness and technical challenge he needs," Whitmarsh said.
McLaren has funded Hamilton's junior career since 1998, as speculation mounts that he would become the first black driver in F1.
Lewis dominated the F3 Euroseries last year with ART sister team ASM. ART is run by Ferrari principal Jean Todt's son, Nicolas Todt.
Stewart to retire as BRDC president
The British Racing Drivers' Club has announced that Jackie Stewart, president of the Club since 2000, will not be seeking re-election at the annual general meeting in the Spring.
"During my time as President we have fought many battles, not least almost annually the one to retain the British Grand Prix," said Stewart. "We are presently engaged in exciting new plans to position Silverstone as a modern Centre of Excellence for British motorsport and its industry."
Stewart says that the BRDC is hoping to make "a significant contribution with our new property and leisure development partners with whom we are presently in discussions" but that he will then stand down.
The club now has three months to find a suitable successor.