Formula 1, 2018 - Page 3 - McLaren Life
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post #31 of 2408 Old 12-20-2017, 04:09 PM Thread Starter
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Originally Posted by TTM0TION View Post
But I'm going through and watching all of the old races as I sit on terrible conference calls and there simply was not more overtaking. What era are you guys going back to? I was watching the Senna Prost seasons the other day and they generally lapped the entire field but 3rd and 4th.
Yes I think the issue is that since the 2013 Concorde Agreement F1 has been dominated by Mercedes. The hybrid PU selected added a MGU-H to the PU. ICE efficiency was a major element in the PU design and the heat recovery became an important performance element along with strict fuel flow limits. This hybrid combination of technology has proved to be difficult for all competitors to master. One could make the case that the Mercedes cars have been so good that even 2nd tier drivers could and did podium and win in Mercedes cars. Most of the time the competition has been between the Mercedes drivers—with no other drivers coming close.
F1 is complicated as it rewards money, technology, politics, team work, risk taking and driver skill. Some would like more emphasis be placed on driver skills and so are pushing for a closer driver competition and propose making the PU a simpler design so that the PU field would be leveled, and then by also limiting expenditures allow lower budget teams to be competitive. The hope being that the Racing would then be more appealing to fans as the competing cars would be running closer together on the track with easier overtaking adding interest.

So in F1 there is now disagreement between the haves (Team PU manufacturers) and the have nots (buy PU’s). In 2017 it was apparent that Ferrari was now competitive with Mercedes and that there was a real competition between Mercedes and Ferrari. In 2018 we should see that competition continue and possibly Renault (PU) and Honda PU will catch up during the Season.
Mercedes and Ferrari want to continue with the existing PU into a new agreement beyond 2020—their argument being that it will cost more to redesign the PU than to stay with the current PU. The have not Teams want competitive PU’s sourced from outside suppliers that are not fielding a F1 Team.
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post #32 of 2408 Old 12-24-2017, 12:38 PM Thread Starter
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Ex-Formula 1 technical director Gary Anderson offers his view on the FIA's newest technical directive aimed at limiting aerodynamic advantage gained through front suspension systems.

By: GARY ANDERSON, F1 technical expert

It’s interesting to see the FIA is taking a stand on what constitutes an aerodynamic advantage by tackling the lowering of the front ride height with steering lock in Formula 1.

The FIA is using a 5mm change from lock to lock as the threshold for legality, but this is difficult to police.

With the steering straight ahead, you can slide a block underneath the car that has 5mm clearance and then turn the steering onto full lock. If the car touches the block when you do that, then it would not be acceptable - and if it cleared it, then it would be OK.

The big question is, why are the teams trying to achieve this – and if they can do it, why should it be illegal?

A Formula 1 car will have understeer in the slow and medium-speed corners, which reduces as the speed increases and aerodynamics become more dominant.

Also, the faster you go, the more effect the front wing angles will have on the balance of the car.

Drivers normally like a car with a little touch of understeer at high-speed, which gives them confidence that they know what the car is going to do and makes available that little cushion of feel before the car snaps into oversteer.

If you have this sort of balance, then as you go slower the more understeer you have.

The front ride height of an F1 car is critical. A normal static ride height would be around 20-25mm ground clearance and half-a-millimetre can make a significant difference to both the overall amount of downforce and the balance of the car.

If someone was clever enough to lower the front ride height with steering lock, then it will increase the overall downforce mid-corner and it will move the centre of pressure (the point where all the aerodynamic loads push down on the car) forward – especially in medium- and slow-speed corners where the steering lock is increasing.

As you add more steering lock, the front will also get lower again and improve front grip.

So how is this achieved? We used to look at the aero data in five different steering lock positions, listed below with the steering angle:

1) Straight ahead, when the priority would be reduced drag for higher top speeds.

2) Three degrees, which would be a fast corner. For this position, you need the centre of pressure to be stable – so the same as straight ahead.

3) Six degrees, which is a medium-speed corner. For this position you want the centre of pressure to start to move forward.

4) Nine degrees, which is a slow corner. For this position, you want the centre of pressure to keep moving forward.

5) Twelve degrees, which is basically a hairpin. Again, the centre of pressure needs to keep moving forward.

Between two and five, you are looking at a centre of pressure shift of something like 1.5%. If you can achieve this, there will be two benefits: firstly, the car will have less understeer as the corners get slower, and secondly, as you reduce the steering lock on corner exit the car gains rear grip, which helps the traction coming off the corner.

If, for any reason, the aerodynamic characteristics are the opposite way around, the car will be a right pig to get a balance for that gives the driver any confidence.

In the old days, the front push rod was mounted off the lower wishbone, so was fairly benign to changes of steering lock.

Now the front push rod is mounted off the upright, so depending on its pickup location you can play with the car’s ride height by varying steering lock.

This drawing of the Red Bull front upright assembly shows just how far inboard the push rod pickup actually is.
Red Bull RB13 push rod suspension
Photo by: Giorgio Piola
So depending on its location front to rear, you can alter the amount the pushrod effectively lengthens or shortens as the upright goes through its arc with steering lock varying. The more lock, the lower the car will get.

The only negative could be that it can alter the steering weight through the varying steering locks and drivers like Kimi Raikkonen don’t like this as they use the weight of the steering to judge the balance of the car.

This probably isn’t something the FIA should be banning, but some team has probably called foul play and caused this reaction even though it is the same for everyone.

As long as any change in ride height is achieved mechanically, I believe it is completely legal. Yes, it will induce an aerodynamic change, but so does any ride height change.

I also believe that the acceptable 5mm is a lot when it comes to centre of pressure shift, so it is just another one of these things that the commentators will rabbit on about and will confuse the viewers even more.
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post #33 of 2408 Old 12-31-2017, 02:51 PM Thread Starter
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Sports car duties beckon for F1 figures throughout 2018
By Luke Smith Dec 31, 2017

We may be almost three months away from the beginning of the new Formula 1 season in Australia, but a couple of the series’ stars will be in action much earlier when they kick-start a busy year of sports car duties.

The Rolex 24 at Daytona will mark the opening event for the sports car calendar next year, taking place at Daytona International Speedway on January 27-28, and will welcome F1 racers Fernando Alonso and Lance Stroll to the grid.

Two-time F1 world champion Alonso will be making his sports car racing debut at Daytona with United Autosports, racing in the Prototype class as part of a star-studded line-up for the Anglo-American team.

The deal for Alonso to race for United came about via McLaren executive director Zak Brown, who is also a co-owner of the sports car team and was instrumental in Alonso’s appearance at the Indianapolis 500 earlier this year.

While nothing official has been signed beyond Daytona, Alonso’s entry is very much about preparing to enter the 24 Hours of Le Mans later this year with Toyota.

Much as Alonso’s debut at the Indy 500 was about pursuing his dream to win the ‘triple crown of motorsport’, an accolade only held once in racing history, Le Mans is the next step in that push.

Alonso’s ‘500 display was remarkable, qualifying fifth and leading a decent chunk of the race despite having never driven the car prior to an orientation test at the start of May, but his chance of winning Le Mans is even greater. In fact, you could say it’s 50/50.

Following Porsche’s exit from the FIA World Endurance Championship’s LMP1 class, Toyota will be the sole manufacturer racing in the top category at Le Mans next year. While a number of privateers will be stepping up to LMP1, they’re unlikely to pose much of a challenge to the might of Toyota.

Toyota is likely to enter two cars to Le Mans in 2018 – its full-season WEC entries – and a seat is there for Alonso following a successful first test in Bahrain in November. All parties remained tight-lipped about the test due to contract complications, but the noises coming out of the team were very positive indeed.

Toyota has been rumored to be considering a shake-up of its line-up, with multiple sources indicating to NBC Sports that at least one, if not two, of its existing drivers are set to be jettisoned. This opens up a seat for Alonso to take – for more than just Le Mans.

While WEC has looked precarious following Porsche’s LMP1 exit, the resulting revamped ‘super season’ calendar has its perks. The fact there are just five events in 2018 means Alonso can theoretically do a wider WEC program without affecting his F1 commitments too badly.

With just one clash – between the United States Grand Prix and the WEC round at Fuji – Alonso can appear at Spa, Le Mans, Silverstone and Shanghai next year, giving him plenty of opportunities to spread his wings outside of F1 and hone his sports car skills, with Daytona marking the start of his new adventure.

Alonso will be racing with some familiar names at Daytona. McLaren junior Lando Norris and Williams F1 test driver Paul di Resta are also part of United Autosports’ line-up, making it one of the teams to watch.

Besides Alonso, fellow F1 full-time Lance Stroll will also be appearing at Daytona in January, making his second start at the Rolex 24 following a debut run to P5 with Chip Ganassi Racing in 2016.

Stroll, 19, will be making his first sports car appearance since then at the race, linking up with Jackie Chan DCR Jota alongside Felix Rosenqvist, Robin Frijns and Daniel Juncadella. The quartet are all close friends and all respected, successful racers, making it another interesting story to follow for the race.

Stroll remained coy when grilled about the possibility of more sports car racing outings through 2018, with the lack of clash between Le Mans and an F1 weekend giving anyone interested a chance to venture to the Circuit de la Sarthe.

Who else could dip their toe into the sports car water next year? Kevin Magnussen has long made his wish to race at Le Mans clear, preferably with his father, Jan, who races for Corvette. With the Corvette line-up set for the season, though, it seems unlikely the Haas driver would make his bow.

Magnussen’s teammate, Romain Grosjean, also has Le Mans on his hit list for the future, but has again stressed he only wants to do it if he can do it right. With Toyota holding the only realistic overall win hopes, unless he could find a seat there, an entry seems unlikely.

Nico Hulkenberg was the last active F1 driver to enter Le Mans, taking a famous overall victory with Porsche in its third car in 2015 that Alonso would look to replicate. Given Porsche has already fixed up its line-up in GTE-Pro, a return with the German marque looks off the table.

Nevertheless, as the season ticks on and Le Mans draws closer, we’re likely to get a better picture of what active F1 racers may be tempted to give sports car racing’s greatest event a crack.

But even if it’s only Alonso flying the flag for F1, it will be a year that sees the series expand its horizons to other disciplines.

We may be long gone from the days of Mario Andretti criss-crossing the Atlantic to take part in two races on the same weekend, but there is nevertheless something refreshing about seeing F1’s stars have a shot at different series.
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post #34 of 2408 Old 01-04-2018, 02:21 PM Thread Starter
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post #35 of 2408 Old 01-04-2018, 06:58 PM
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Damn, I was going to go this year too. I've never been but always wanted to and have a friend going in Porsche Hospitality this year, should have pulled the trigger.

On that note does Mac do a hospitality package like that?

-no McLaren...yet
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post #36 of 2408 Old 01-04-2018, 07:15 PM
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Originally Posted by TTM0TION View Post
Damn, I was going to go this year too. I've never been but always wanted to and have a friend going in Porsche Hospitality this year, should have pulled the trigger.

On that note does Mac do a hospitality package like that?
Mclaren aren’t going, united are..

They will have hospitality for sponsors and the like but probably not for punters like us
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post #37 of 2408 Old 01-05-2018, 05:25 PM
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Here's a bit more on it from Motorsport Mag.

The draw of Daytona
by Jack Phillips on 5th January 2018

Fernando Alonso will gain invaluable experience at the Daytona 24 Hours, and his isn't the only storyline to follow in the fascinating US motor sport season opener

January. Not the most interesting of months in motor racing, by any stretch. But there's salvation coming from America as the prototype season begins at Daytona, and Dubai hosts its annual twice-round-the-clock GT race to open the Hankook 24H series.

It hardly needs saying that this is going to be a fascinating season for sports cars. The World Endurance Championship has recovered from a brace of heavy blows in the past few seasons and found itself with a healthy and competitive privateer LMP1 category. Although, it's hard to look past Toyota for victories – especially at Le Mans, finally putting the hoodoo to rest.

Despite that, one man may steal headlines, bring added intrigue and take the spotlight away from everyone else. Starting at Daytona. That man is Fernando Alonso.

With United Autosports, the team run by his open-minded boss Zak Brown, Alonso is to make his long-awaited 24-hour race debut at Daytona. In doing so, IMSA is cresting whatever's left of the wave of anticipation that began when Alonso dropped the flag on the 2014 Le Mans 24 Hours. Then a tantalising sign-off during a WEC retirement video to Mark Webber that said: “You didn’t wait for me there, it would have been nice but you’ll still be around and I will ask you many things when I join your adventure” only heightened the anticipation.

'Alonso’s going to Le Mans', everyone thought.

Then he went and did the Indy 500. All that hard work by the WEC and ACO, all that anticipation built, only for IndyCar to reap the benefit. And IMSA now gets its own slice of Alonso fever.

Le Mans must wait, still.

It could well happen this year, of course. But Toyota has been quoted as saying it will retain its existing line-up for 2018, and a third car is probably unlikely for a company that pays for its racing exploits from its road car research and development budget. The case for a third car is a difficult case to make when you’re racing against no other manufacturers. So one factory driver must drop out; news on that front could arrive this month.

How Alonso will fare at Daytona this month is difficult to say. He's not in the most competitive of cars, a Ligier against the factory-lite prototypes of IMSA’s clever DPi category – DPis won all 10 of 2017’s races. Experience in the car is limited, to say the least: he's partnering Brown’s rising star protégé and McLaren reserve Lando Norris and Phil Hanson, both teenagers.

Norris is going to be on his biggest stage yet while making his sports car debut. He may well shine under bright lights of the Speedway and propel his stock even higher. He certainly won't be overawed, he's proven his speed time and again, and he has Alonso to cover him from further attention. The pressure is off him.

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Alonso, meanwhile, has the chance to put himself up against some very good prototype racers without the pressure of Le Mans. He'll get a taste of what it takes to both race as part of a team, race through the night, and deal with slower traffic – having spent the season being the slower traffic. Multi-class racing doesn't come easily, though, and he'll have unpredictable amateurs to factor in, too.

Hanson has learned his craft thus far in sports cars. A part-season of LMP2 in WEC and the ELMS was followed up by an Asian Le Mans Series LMP3 title. It's a big chance for Hanson to make himself a name, but the pressure is certainly off him, too.

There’s more than just Alonso at Daytona, mind. This year also sees Joest and Penske back on the same grid, but instead of Audi vs Porsche RS Spyder it's Mazda DPi vs Acura DPi: two heavyweight teams, with a lot to do to just get to the front. The acquisition of Ricky Taylor by Penske has had the added benefit of hampering rival and reigning champion Wayne Taylor Racing. The names alongside Taylor’s on the Penske garage are impressive: Juan Pablo Montoya, Hélio Castroneves and Dane Cameron are the full-season drivers, joined by Simon Pagenaud and Graham Rahal for the Endurance Cup races (Daytona, Sebring, Watkins Glen and Petit).

Joest has chosen a similarly fearsome line-up, adding ex-Audi man Olly Jarvis and Ford racer and Le Mans class winner Harry Tincknell to Mazda regulars Jonathan Bomarito and Tristan Nunez. René Rast will join for the enduro, and will be fast, so too Spencer Pigot.

Elsewhere on the grid, Lance Stroll returns and will share a Jackie Chan DC Racing P2 Oreca with Dani Juncadella, Felix Rosenqvist and Robin Frijns. The sister car will host Alex Brundle and Ho-Pin Tung and debutants António Félix da Costa and Ferdinand Habsburg. The rising stars quartets may be overshadowed by Alonso, but they will be fascinating to watch.

IMSA is on a good run from recent seasons, it's turned itself into a healthy and strong category with a well-judged formula. Manufacturers have been attracted, not least in GTLM with Ford, Corvette, Porsche and BMW. Risi Competizione provides a strong factory-backed Ferrari, piloted by Toni Vilander, James Calado and Alessandro Pier Guidi, no less. Patrick Pilet and Nick Tandy re-join forces at Porsche, with added Frederic Makowiecki. And in the sister car? Laurens Vanthoor alongside Earl Bamber, with Gianmaria Bruni for the enduros.

And then there’s GTD – GT3 to the rest of the world *– filling out the remaining grid slots and producing excellent racing. As is its wont.

The season’s getting off to a flier.

The one thing IMSA is missing – and deserves – is viewers, to a certain extent. Alonso could be a catalyst to help provide just that, and later add a few more numbers on the gate at Le Mans.

-no McLaren...yet
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post #38 of 2408 Old 01-18-2018, 04:02 PM
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post #39 of 2408 Old 01-30-2018, 02:47 AM Thread Starter
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Amazon Prime's 'Grand Prix Driver' to chronicle McLaren's 2017 F1 season

Wednesday, 10 January 2018

Amazon Prime Video is set to premiere a new four-part mini-series titled 'Grand Prix Driver,' chronicling the difficult 2017 Formula 1 season of McLaren-Honda. The documentary series, which is narrated by actor Michael Douglas, will be available for Amazon Prime customers to stream starting Feb. 9. It will offer "unprecedented access" to the team, according to Amazon, including interviews with drivers Fernando Alonso and Stoffel Vandoorne, as well as team principal Zak Brown and McLaren engineers.
'Grand Prix Driver' is executive produced by BAFTA winner Manish Pandey ('Senna,' 'Ferrari,' 'The Bentley Boys'), Chris Connell and Anwar Nuseibeh.
Watch a trailer for the series below:


“Grand Prix Driver” takes you inside McLaren’s nightmare final year with Honda”

2017 F1 30th January 2018,

Author:- Keith Collantine

When McLaren agreed to give the creators of Grand Prix Driver a behind-the-scenes look at its preparations for 2017 they must have expected to have a positive story to tell.

The team went into the third year of its collaboration with Honda following two years of poor results but discernible progress. From ninth in the 2015 points table they rose three places in 2016.

McLaren Car Assembly, 2017
McLaren’s 2017 troubles began before they went testing
Year three for McLaren-Honda was when it was all supposed to come good. But we all know what happened: the team discovered in pre-season testing they were back to square one and an inevitable divorce followed.
The team behind the Grand Prix Driver project saw it all first-hand and captured the dawning realisation of just how bad 2017 was going to be. The story is teased out in a series of increasingly awkward realisations over the course of its four episodes.

First the engine doesn’t fit. Then it won’t fire up. And the problems aren’t just on Honda’s side: McLaren discover several key parts will arrive too late for a planned Silverstone shakedown test, which has to be scrapped.

“It’s mildly out of control around the factory,” chief operating officer Simon Roberts admits to the cameras at this point. “I’ve never seen it quite as bad as this.”

The nadir is reached in the final episode where the team finally take the car to Barcelona for testing. As F1 fans will remember, a series of oil pressure problems forces a string of power unit changes and Alonso struggled to complete more than a handful of laps at a time.

“We cannot test like this,” he tells the team after one run. “This is really a [censored] engine, a [censored] power unit, you know.”

Racing director Eric Boullier describes the test as “physically and mentally painful” and, back at the factory, worries Alonso will refuse to race. “He is going to say ‘ciao bello’,” he tells group chief operating officer Jonathan Neale. “He will not stay. I am 100% sure he will not stay.”

But it’s in a mass debrief later that Neale spells out the inevitable divorce, months before it became reality. “As far as I’m concerned the McLaren team had got the job done,” he tells the assembled staff.

“A line has been crossed. We need to find a new way, we need to find a new plan.”

It’s fascinating viewing for fans. But it could be an uncomfortable watch for those in Faenza.

Grand Prix Driver is available on Amazon Prime from FEBRUARY 9th. Look out for F1 Fanatic’s review of Grand Prix Driver this Sunday.
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post #40 of 2408 Old 01-30-2018, 07:38 AM Thread Starter
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TV schedule 2018 F1
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post #41 of 2408 Old 02-01-2018, 02:46 PM Thread Starter
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Another flash of Orange on McLaren F1 Twitter.....
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post #42 of 2408 Old 02-01-2018, 03:29 PM
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I'm extremely excited for the amazon show. I'm very disappointed liberty has gotten rid of grid girls. I don't even know there were grid girls but I'm staunchly against acquiescing to political correctness movements. I'm a little sad the new car appears to be moving on from tarocco orange. Lastly, I'm anxious for the new season to start, I have high hopes.
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post #43 of 2408 Old 02-04-2018, 02:18 PM Thread Starter
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Last edited by eMcL; 02-04-2018 at 02:50 PM.
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post #44 of 2408 Old 02-05-2018, 08:01 PM Thread Starter
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post #45 of 2408 Old 02-08-2018, 03:54 PM Thread Starter
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McLaren #beBrave 2, F1 & LeMans history...
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