- 08 Jan 08, 12:59#28980
Ayrton Senna: WDC 1988, 1989, 1990, 1991
McLaren: WCC 1974, 1984, 1985, 1988, 1989, 1990, 1991, 1998, 1999, 2007
McLaren: WDC 1974, 1976, 1984, 1985, 1986, 1988, 1989, 1990, 1991, 1998, 1999, 2008
From autosport.com:
Technical analysis of the McLaren MP4-23
By Craig Scarborough Tuesday, January 8th 2008, 10:13 GMT
Detail of the McLaren MP4-23McLaren had a stronger year in 2007 than their results suggest. Despite losing both championships, one on and one off the track, the 2007 MP4-22 outscored the Ferrari F2007 over the course of the season.
McLaren's MP4/22 was a car a leap ahead of their 2006 machine and their challenge for this year is to make a further step to beat Ferrari outright on pace at any circuit.
As with Ferrari, understanding their deficiencies was the first job along with the work to meet the new rules for 2008.
Speaking to autosport.com, Engineering Director Paddy Lowe explained that the aim, "to build on the areas we are confident will give us a definite performance."
The resulting car is quite a step from the one that preceded it: the changes are mainly in the layout, aero detail and the structural changes to accommodate them.
Lowe explained the changes to lengthen, saying the team "added a trim around the rear axle, its geared around weight distribution."
This move was widely anticipated after the Bridgestone tyre supply in 2007 demanded a forward weight bias.
The more visible changes are around the top surfaces of the bodywork. The engine cover is significantly slimmed - this starts as far back as the roll hoop, which is deeply undercut, requiring supports for the forward half. Then the vertical part of the cover is wafer thin, with the fins to meet the toblerone section rules even more pronounced than in 2007 and even more so in comparison to Ferrari.
Detail of the McLaren MP4-23The engine cover and gearbox fairing are slimmer to improve flow over the top of the diffuser, while the new cockpit padding is similar to Ferrari's interpretation of the 2008 rules.
If the rear bodywork is innovative, then the front of the car is equally a departure for McLaren, moving away from their distinctive low nose for a more conventional shape, which leads back to new bargeboards. Those no longer form an extension of the keel as has been used since 2002 - the simpler angled vanes hang from struts below the front wishbone mounts.
Meanwhile the rear boards feature more integrated flip-ups at their trailing edge. Also the fronts of the sidepods continue the integrated theme, with the pod wing forming the lower edge of the cooling inlet and the upper portion of the inlet being slightly behind, effectively splitting the pod wings into one upper and one lower device.
Cooling and exhaust outlets are similar to the MP4-22 albeit the exhausts are slightly closer to the centre of the car, due to the slimmer coke bottle shape.
Mechanically the car features an all-new gearbox, but like Caesar's sword, it features new versions of the old concepts. The quick shift gear cluster, raced since 2005, is updated with a lot of detail design work to ensure it lasts four races.
Surrounding the gears is a longer version of their usual carbon fibre cased gearbox. The rear suspension has been slightly revised, however the method of out rigging the wishbones to gain the correct geometry for the upper wishbone is still retained.
As the single ECU (SECU) is being supplied by McLaren electronics (MES), many people assume that McLaren have a head start on the integration of the unit. However, MES are a separate company and although McLaren have used a version of the same ECU hardware, the new solution is more involved than just this.
Lowe was happy to point that they do have some advantage with the unit, as they already have packaged the unusual triangular device into their car, thus the position, cooling and loom are already tailored to a suit the unit.
While this is a job saved for the team, the greater work was learning the new MES software and revising their control code to remove the traction, launch and braking control systems. Thus the lion's share of the job is still required by the electronics department and not a major advantage for the team.
Technical analysis of the McLaren MP4-23
By Craig Scarborough Tuesday, January 8th 2008, 10:13 GMT
Detail of the McLaren MP4-23McLaren had a stronger year in 2007 than their results suggest. Despite losing both championships, one on and one off the track, the 2007 MP4-22 outscored the Ferrari F2007 over the course of the season.
McLaren's MP4/22 was a car a leap ahead of their 2006 machine and their challenge for this year is to make a further step to beat Ferrari outright on pace at any circuit.
As with Ferrari, understanding their deficiencies was the first job along with the work to meet the new rules for 2008.
Speaking to autosport.com, Engineering Director Paddy Lowe explained that the aim, "to build on the areas we are confident will give us a definite performance."
The resulting car is quite a step from the one that preceded it: the changes are mainly in the layout, aero detail and the structural changes to accommodate them.
Lowe explained the changes to lengthen, saying the team "added a trim around the rear axle, its geared around weight distribution."
This move was widely anticipated after the Bridgestone tyre supply in 2007 demanded a forward weight bias.
The more visible changes are around the top surfaces of the bodywork. The engine cover is significantly slimmed - this starts as far back as the roll hoop, which is deeply undercut, requiring supports for the forward half. Then the vertical part of the cover is wafer thin, with the fins to meet the toblerone section rules even more pronounced than in 2007 and even more so in comparison to Ferrari.
Detail of the McLaren MP4-23The engine cover and gearbox fairing are slimmer to improve flow over the top of the diffuser, while the new cockpit padding is similar to Ferrari's interpretation of the 2008 rules.
If the rear bodywork is innovative, then the front of the car is equally a departure for McLaren, moving away from their distinctive low nose for a more conventional shape, which leads back to new bargeboards. Those no longer form an extension of the keel as has been used since 2002 - the simpler angled vanes hang from struts below the front wishbone mounts.
Meanwhile the rear boards feature more integrated flip-ups at their trailing edge. Also the fronts of the sidepods continue the integrated theme, with the pod wing forming the lower edge of the cooling inlet and the upper portion of the inlet being slightly behind, effectively splitting the pod wings into one upper and one lower device.
Cooling and exhaust outlets are similar to the MP4-22 albeit the exhausts are slightly closer to the centre of the car, due to the slimmer coke bottle shape.
Mechanically the car features an all-new gearbox, but like Caesar's sword, it features new versions of the old concepts. The quick shift gear cluster, raced since 2005, is updated with a lot of detail design work to ensure it lasts four races.
Surrounding the gears is a longer version of their usual carbon fibre cased gearbox. The rear suspension has been slightly revised, however the method of out rigging the wishbones to gain the correct geometry for the upper wishbone is still retained.
As the single ECU (SECU) is being supplied by McLaren electronics (MES), many people assume that McLaren have a head start on the integration of the unit. However, MES are a separate company and although McLaren have used a version of the same ECU hardware, the new solution is more involved than just this.
Lowe was happy to point that they do have some advantage with the unit, as they already have packaged the unusual triangular device into their car, thus the position, cooling and loom are already tailored to a suit the unit.
While this is a job saved for the team, the greater work was learning the new MES software and revising their control code to remove the traction, launch and braking control systems. Thus the lion's share of the job is still required by the electronics department and not a major advantage for the team.
Ayrton Senna: WDC 1988, 1989, 1990, 1991
McLaren: WCC 1974, 1984, 1985, 1988, 1989, 1990, 1991, 1998, 1999, 2007
McLaren: WDC 1974, 1976, 1984, 1985, 1986, 1988, 1989, 1990, 1991, 1998, 1999, 2008
