McLaren technical specs

While nowhere near as radical as last year’s reinvention of the technical rulebook, 2010’s regulations feature a number of key differences from the previous season. Outlined below are the major developments, their primary effects and the ways that Vodafone McLaren Mercedes has approached them:

CHANGE In-race refueling banned
EFFECT Cars feature significantly larger fuel-tanks; efficient packaging becomes critical; in-race fuel stops will disappear; races will become more dependent on tyre strategy; pitstops will become significantly quicker (around 4 sec or less); cars will be significantly heavier and slower at the start of races, which could have consequences on tyre wear, drivetrain and brake life

CHANGE Teams unanimously agree to no longer use KERS
EFFECT Overtaking opportunities available to KERS-equipped cars will disappear; teams have far greater freedom on systems packaging and weight distribution

CHANGE Narrower width introduced for (dry weather) front tyres
EFFECT Smaller tyre will have knock-on effect for car aerodynamics and overall car balance

CHANGE Aerodynamic hubcaps banned
EFFECT A FOTA cost-saving initiative. Teams will look to recover their aero properties elsewhere

CHANGE Wheel rim-heaters banned
EFFECT While tyre blankets are still permitted, the removal of the inner heated core that heats the rim will make tyre warm-up more critical

CHANGE Minimum weight increased from 605kg to 620kg
EFFECT Cars will be heavier on track; ballast positioning will become more efficient

CHANGE On-track aero testing reduced from eight to four days
EFFECT Requires teams to capitalise on increasingly limited track testing away from the races; windtunnel testing is provided as a substitute

CHANGE Backmarkers no longer able to unlap themselves behind the Safety Car
EFFECT Safety Car periods should be shorter and the restart quicker

CHANGE Points system runs from 1st to 10th (POINTS ORDER TBC)
EFFECT Greater rewards are now offered to the winning driver, placing more importance on pushing for victory rather than accepting a minor placing; a greater spread of points ought to reward the larger field expected in 2010

CHANGE Using a second additional engine during a race weekend carries a 10-place grid penalty for the following event
EFFECT Engine life and effective usage will be even more critical, particularly towards the end of the season




Q&A with Tim Goss (Chief Engineer, MP4-25) and Paddy Lowe (Engineering Director)

The MP4-25 looks very different from last year’s car – what are the principal changes?

Tim Goss: “Following last year’s clarification involving the interpretation of the underbody regulations, the 2010 car has been designed to take greater advantage of the aerodynamic benefits we can derive from the floor. That interpretation led us to change the layout of the rear of the car.

“The car is longer than last year’s car as a result of the additional fuel capacity and we’ve lowered the chassis and bodywork. Plus the removal of KERS has opened up opportunities on internal layout and weight distribution. It’s quite a different aerodynamic treatment to last year.”

The dorsal fin that attaches the top body to the rear wing is very striking – what does it do?

Tim Goss: “The principal knock-on effect of the larger fuel tank was the repositioning of some of the car’s internals. One of the outcomes of that was a decision to move some of the car’s cooling to sit centrally at the rear of the car.

“The dorsal fin is partly to accommodate the additional cooling duct and partly a logical development of the high-downforce wing we ran last year at races like Monaco, which feeds air more efficiently to the rear wing upper element. They’re both quite simple solutions, but they’re actually very neat.”

On a human level, what has the organisation learnt about itself over the past 12 months?

Paddy Lowe: I think we’ve learnt that as a team we can operate effectively and we pull together both in success and in adversity. I think one of the greatest things about last year was the fact that on no single occasion throughout the whole team, whether that’s from shareholders, sponsors, team principal, management through to the night shifters, did I come across any individual blaming another That was a very encouraging situation, and spoke volumes about the degree of team spirit that exists here.”

Looking at the 2010 regulations, the biggest news is the banning of in-race refueling – how has that affected the packaging of the new car?

Tim Goss: “It has definitely been a big challenge fitting twice as much fuel into the car, because you don’t want to increase the chassis length by too much, and you also don’t want to compromise the aerodynamics by making the car too wide. You’ve got to fit radiators into the sidepods, so you’re limited as to how wide you can push the chassis.”

How did you tackle it?

Tim Goss: “In the end, we elected not to compromise the aerodynamics of the car, and, through a rethink of the cooling system layout and electrical packaging, we managed to provide space for the additional fuel capacity while maintaining our aerodynamic philosophy for the bodywork.”

The drivers will be carrying twice as much fuel at the start of each grand prix as they were last year, how will that affect the car’s handling and balance characteristics?

Paddy Lowe: “The biggest problem is just the sheer weight of the fuel – it obviously increases the stopping distance quite considerably. Running with high fuel puts demands on braking – and it means you have to design the brake discs and pads to overcome that. And with a narrower front tyre, you’ll lose grip, which will change the fundamental balance of the car. So we’ve looked at weight distribution, aero balance and mechanical balance in order to compensate for grip balance moving rearwards.”

Do you think the banning of refueling and its effect on the car’s tyres and balance will spice up racing in 2010?

Tim Goss: “It could make the show significantly better, yes. Previously, you knew when everyone was going to stop and refuel, so each team based their strategy decisions on overtaking cars during the pitstops.

“What’s changed for this year is that we won’t know when people are going to stop. The only thing affecting drivers’ mandatory stops now is that they have to run both the Option and Prime tyre, so the strategy choices will be less predictable and will become a little more complicated. Races could be one or two stints with both early and late stops for tyres.”

“And it will definitely make the racing more challenging and interesting – and, hopefully, it will promote more on-track overtaking and less overtaking during the pitstops.”

Finally, what’s on your job list going into the four crucial pre-season tests?

Paddy Lowe: “Initially, the most important thing is proving that the car is robust. Just about everything has changed on the car, there’s very little that hasn’t changed, so we want to make sure we’re fully reliable for the first race.

“At the start of 2009, there were teams who were more competitive than us, but we were still able to pick up a good number of points because we were more reliable. These tests will be about establishing the durability of the car and giving ourselves enough time to fix any issues we encounter.

“In addition, we also want to get a very thorough understanding the new tyre, its degradation and durability, and how to get the best out of it.

“Beyond that, it’ll be about performance development.”




VODAFONE McLAREN MERCEDES MP4-25 TECHNICAL SPECIFICATIONChassis
Monocoque McLaren-moulded carbonfibre composite incorporating front and side impact structures
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 Koni
Electronics McLaren Electronic Systems control units incorporating electronics for chassis, engine and data acquisition. McLaren Electronic Systems also supplies the electronic dashboard, alternator voltage control, sensors, data analysis and telemetry systems
Bodywork Carbonfibre composite. Separate engine cover, sidepods and floor. Structural nose with intergral front wing.
Paint solutions provided by AkzoNobel Car Refinishes using Sikkens Products
Tyres Bridgestone Potenza
Radio Kenwood
Race wheels Enkei
Brake calipers Akebono
Master cylinders Akebono
Batteries GS Yuasa Corporation
Steering McLaren power-assisted
Instruments McLaren Electronic Systems

Engine
Type Mercedes-Benz FO 108X
Capacity 2.4 litres
Cylinders 8
Maximum rpm 18,000
Bank angle 90°
Piston bore maximum 98mm
Number of valves 32
Fuel ExxonMobil High Performance Unleaded (5.75% bio fuel)
Spark plugs NGK racing spark plugs specially designed for Mercedes-Benz F1 engine
Lubricants Mobil 1 – for higher performance, lower friction, better protection, cooling and wear resistance
Weight 95kg (minimum FIA regulation weight)

Transmission
Gearbox McLaren-moulded carbonfibre composite. Integral rear impact structure
Gears Seven forward and one reverse
Gear selection McLaren seamless shift, hand-operated fly-by-wire
Clutch Carbon/carbon, hand-operated fly-by-wire


WINTER TEST PROGRAMME1st - 3rd February Valencia, Spain
10th - 13th February Jerez , Spain
17th - 20th February Jerez , Spain
25th - 28th February Barcelona, Spain

McLaren driver comments

JENSON BUTTONAge 30

Date of Birth January 19 1980

Website www.jensonbutton.com

F1 highlights 170 GPs, 7 wins, 7 pole positions, 327 points, 2009 world champion

Q&AThis is the first time you’ve seen the car with the world champion’s number one on the nosecone, how does that make you feel?

“It feels fantastic! Winning the world championship last year was such a momentous achievement for me, but the winter has gone so quickly, I’ve been so busy and so focused on the year ahead, that the 2009 season already feels such a long time ago. It all still feels slightly surreal.

“But it’s an incredible feeling. I’m incredibly proud to be standing here today knowing I’ll be carrying the number one for the whole season: that’s a great responsibility but also a great honour. It’s something I’m relishing. It looks so cool too!”

What’s the plan for next week’s first test in Valencia and the three following sessions?

“Lewis and myself will be sharing the test days equally. It would be nice to be able to say that my first day will be about getting used to the car and the team, and making myself feel comfortable with the new environment. But Formula 1 is far too competitive for that: it’s about hitting the ground running.

“From the very first day, I’ll be working with the team to learn about the car and to develop it ahead of the first race. I’ve said it before: the pace of development in those opening tests could well determine the outcome of the championship.

“We’ve seen many times before that the winner of the first race of the season often goes on to take the championship, and we need to make sure we’re in a position to do just that in 2010.”

What’s struck you most since joining Vodafone McLaren Mercedes?

“Two things: firstly, the level of professionalism and commitment that’s always on display. Ever since I first arrived, it’s been clear to see that everybody is enormously motivated by winning and succeeding in Formula 1, and that’s a really healthy attitude, and one that fires me up enormously.

“Secondly, it’s a really warm and friendly team. Perhaps it’s not something you see from the outside looking in, but there’s a real human spirit, and a sense of people helping each other out. That’s something that really struck me, too.”

“I’ve got a great team around me, and I already feel very at home here. I just can’t wait to get in the car and start driving again. It really can’t come soon enough!”



LEWIS HAMILTONAge 25

Date of Birth January 7 1985

Website www.lewishamilton.com

F1 highlights 52 GPs, 11 wins, 17 pole positions, 256 points, 2008 world champion

Q&AWhat do you think of the new car?

“It looks brilliant. I’ve seen just how much effort and attention has gone into making this car what it is, we’ve been pushing like crazy to find the performance and I think you can see for yourselves that the result is something that looks very special, and very uncompromising. Of course, it’s still too early to tell exactly how we’ll fare against our rivals, but, after the pace we showed in the second half of last year, I feel very confident that we’ll be able to maintain that momentum, and that we’ll have a very competitive season.”

How do you think the new driver line-up will help the team in 2010?

“I think one of the greatest assets at Vodafone McLaren Mercedes is the team’s strength in depth, and that’s something that shows throughout the whole organisation. We have a tremendous engineering team – people who have been here for many, many years and who have worked with some of the sport’s greatest champions and helped design and build some of Formula 1’s most iconic cars. They really want to deliver another fantastic car for the 2010 season.

“And both Jenson and I are world champions, and we both want to add to the team’s incredible winning legacy. I know how proud he feels to be a part of the team, and I know that we’ll work as hard as we possibly can to develop this car into a winner. I think a strong driver line-up will be very important this year as there are a lot of very competitive teams and drivers – and the stronger we can be, the better chance we’ll have of winning races. We all understand that.”

What are your aims for the season ahead?

“Obviously, I want to win the drivers’ world championship, that’s clear. But, just as important, I want to help the team to win the constructors’ championship. I also want to achieve something greater this year. I’d like us to demonstrate to the world the strength, passion, and depth of belief that exists within Vodafone McLaren Mercedes.

“I think it’s set to be a great year for Formula 1. There will be four world champions on the grid – two of them in our team – and there are at least four teams who I think will win races. I think the sport can earn a lot of new fans throughout 2010. It should be brilliant.”

Dennis shrugs off McLaren concerns

McLaren chairman Ron Dennis has played down concerns about McLaren’s pace following the indifferent testing performance of its 2009 car over the past two weeks.
The Woking squad, which perennially vies with Ferrari for the drivers’ and constructors’ world championships, has languished near the bottom of the timesheets at Barcelona this week, where all 10 teams have been in action ahead of the season-opening Australian Grand Prix on March 29.
Although he concedes that McLaren is not yet competitive with its main rivals, Dennis is adamant his team will soon close the gap and mount a season-long title challenge with reigning champion Lewis Hamilton and Heikki Kovalainen.
“Whatever performance level McLaren have today we will be a competitive racing team,” Dennis told BBC Sport.
“That means we will be fighting for the world championship.”
Kovalainen was slowest of the 10 runners at Barcelona on Monday and yesterday (Tuesday) finished ahead of only Toro Rosso, which has only just rolled out its new STR4 car.
Headline lap times, especially during winter testing, are a notoriously unreliable guide to form – but McLaren has also been off the pace over long runs with race fuel loads on board.
ITV.com/f1 sources indicate that the team is struggling with an aerodynamic problem on the MP4-24, understood to be the rear wing stalling, having alternated between 2008 and 2009-spec rear wings at Jerez last week and redesigned the car’s floor.
It has also conducted ‘flow vis’ tests – whereby a green dye is applied to the side of the car and is dispersed as the air flows over it at speed – to highlight how the airflow is being managed, a practice normally carried out behind closed doors in private testing.
Dennis admits McLaren has fallen behind schedule with its aero development, meaning that it has only just fitted the Melbourne-spec package – and says this explains its decision to continue testing with last year’s rear wing.
“We lost some time,” he explained.
“We had a strategy for this year to leave it to the last possible moment to produce our aerodynamic package for the Australian Grand Prix.
“That in itself gave us some production challenges and we have really only started to run the car in the last day with the Australian aero package.
“We ran the 2008 rear wing because it was more relevant in its performance to the wing that we are going to have in Australia.
“It doesn’t mean you are lost or that you don't know what you are doing.”
While six of the 10 teams will wrap up their winter testing in Barcelona this week, McLaren, Renault, Williams and Brawn GP will head south to Jerez for a final outing next week before flying to Australia.
Dennis is confident this will give McLaren an opportunity to catch up, and reckons the team will come on ever stronger as the season progresses.
“Whereas our main competitors are finishing testing in two days we still have the ability to test next week in Jerez,” he said.
“When we get to Australia that will be the first measurement of everyone's performance.
“We expect our car to go faster with every grand prix and we expect to maintain our pace to allow us to win the world championship.”