Formula 1, 2019 - Page 45 - McLaren Life
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post #661 of 838 Old 05-17-2019, 02:12 PM
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Originally Posted by eMcL View Post
Yes supporting/influencing Casey/Bratches efforts.
And a large part of the McLaren Indy effort is, I assume, to develop McLaren brand awareness/recognition in USA.
I am sure that it is, although, in fairness, these guys (McLaren's shareholders and senior managers) are genuine racing fans, unlike, for example, the CEO who saved Porsche, Wendelin Wiedeking, who hobby (this is not a joke) was growing potatoes.
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post #662 of 838 Old 05-17-2019, 03:02 PM
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Originally Posted by New Britain View Post
I am sure that it is, although, in fairness, these guys (McLaren's shareholders and senior managers) are genuine racing fans, unlike, for example, the CEO who saved Porsche, Wendelin Wiedeking, who hobby (this is not a joke) was growing potatoes.
In all fairness, Porches do look like potatoes...

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PS - nothing I say should be taken seriously but I am lucky enough to live in Woking and do get to see a lot of McLarens
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post #663 of 838 Old 05-17-2019, 04:54 PM
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Originally Posted by Neil View Post
In all fairness, Porches do look like potatoes...
And, I am sorry to say, so does Wendelin Wiedeking:
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post #664 of 838 Old 05-20-2019, 10:29 PM Thread Starter
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EST TV schedule
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post #665 of 838 Old 05-22-2019, 05:16 PM Thread Starter
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McLaren's Seidel: Points on offer at Monaco, if running is 'smooth'

by Phillip van Osten

McLaren F1 boss Andreas Seidl is confident his team can collect points in Monaco, if the Woking-based outfit ensures itself a smooth weekend.

As usual, a fruitful Sunday in the Principality will start with a productive qualifying on Saturday. Surviving the grid-defining session without any drama and performing well will go a long way towards providing McLaren with a good foundation for race day.

"Monaco presents us with a unique challenge within the F1 season," said Seidl.

"The importance of qualifying is even higher there than at other tracks and it will be especially important that our trackside processes and operations work as they should.

"Points are on offer, but only if we ensure that the weekend runs smoothly.

"We’ve also been working hard since the test in Spain to analyse the information gathered and understand more about the characteristics of our car and the upgrades we brought there, and apply that learning this weekend."

Seidl reminds us that performance won't be of much use on Monaco's treacherous street circuit if not supported by flawless execution.

"Given the nature of the Monaco circuit and the scenarios that regularly play out there, pit-stops and the right strategy calls can often play a pivotal role in the outcome of the race," added the German.

"In Spain, we proved that we can execute the fastest pit-stops on the grid and that we have a strategy team which excels in making the right calls in the heat of the moment.

"Maintaining and improving this high standard is one of our priorities for this weekend."
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post #666 of 838 Old 05-22-2019, 05:20 PM
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Don’t forget that FP1 and 2 are on tomorrow not Friday as this is Monaco.

He who asks a question looks foolish for 5 minutes. He who doesn't ask a question remains foolish forever.

PS - nothing I say should be taken seriously but I am lucky enough to live in Woking and do get to see a lot of McLarens
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post #667 of 838 Old 05-22-2019, 05:28 PM Thread Starter
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Originally Posted by Neil View Post
Don’t forget that FP1 and 2 are on tomorrow not Friday as this is Monaco.
Awful TV hours for California — set DVR in case I fall asleep! Normally I enjoy Free Practice, get to see the drivers check the limits of the car, — but in Monaco there is not much run off room for limit testing.
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post #668 of 838 Old 05-22-2019, 05:30 PM Thread Starter
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Andreas Seidl: McLaren now has an F1 car which responds to updates
by Lewis Larkam
19 May 2019
McLaren F1 team principal Andreas Seidl believes the team now has a car which is responding to updates, unlike its 2018 challenger.

New McLaren Formula 1 team principal Andreas Seidl says the team now has a car which is responding to updates, unlike its 2018 challenger.

McLaren saw its development hampered throughout a difficult 2018 campaign as it failed to get on top of a tricky car, though vast improvements have been made this season.

The Woking squad currently lies fourth in the constructors’ championship after Carlos Sainz scored more points for the team in the Spanish Grand Prix, despite complaining he had “no pace” during the race.

McLaren introduced a number of updates to its MCL34 in Barcelona, and Seidl was encouraged to see the numbers in the wind tunnel translate into on-track performance.

“I wouldn’t call it a radical concept change - it is an evolution of the car and it is not the first time we’ve got new parts on the car at the track,” Seidl explained.

“I think the good thing is this year is we have a car that is actually reacting to the updates we are bringing because as I gathered from the guys back home and the racing guys here the issue last year was whatever they did the car simply did not react to the updates.

“That is positive that it is reacting now. It is giving a positive feeling inside the company at the moment. We all know it is a development race inside the midfield where we are fighting at the moment. It is about having a car which you can develop over the season and this is what we tried to give for each race.

“When we put the car on track straight away we saw that the update was working with the numbers we were measuring which were aligned with everything we had seen back home which is good so the car is reacting to what we bring.”

Seidl, who started work with McLaren ahead of the Spanish Grand Prix, is pleased with the early impressions he has witnessed and is now looking to outline a “clear mission” with CEO Zak Brown to ensure the team continues its progress.

“It just feels good now to finally be part of the team,” he said. “I had to wait some months before I could finally join. It’s good to get started in Woking.

“Zak introduced me to the team and I got a really warm welcome. So I’m trying now at the moment just to get to know as many people as possible.

“There’s great support from Zak, great support from Jonathan [Neale], Gil [de Ferran] and so on to get going as quickly as possible. Just happy to be finally part of this great team.

“I think it’s important now that I take my time also to really get into the details of what is existing at Woking, how the team is working,” he added. “And then obviously working closely together with the key players in the team to get ready for the future.

“It’s important to work out a clear plan and clear mission with Zak about how we approach the next years. Then I think when we look ahead, there are some big challenges coming, especially for a team like us.

“It’s also a great opportunity, and that will be the focus now in the next weeks and months for me.”
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post #669 of 838 Old 05-22-2019, 07:29 PM Thread Starter
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Renault Mégane R.S. Trophy-R 2019 Nürburgring Nordschleife lap record

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post #670 of 838 Old 05-22-2019, 07:33 PM
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So a snail just outpaced a slug??????
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post #671 of 838 Old 05-22-2019, 07:42 PM Thread Starter
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Originally Posted by lolachampcar View Post
So a snail just outpaced a slug??????
Yeah I put it up for Neil …. He has a Renault

10 years ago 7:40 was a great time
90. McLaren Mercedes SLR Klaus Ludwig 7:40.00
91. Porsche 911 GT3 Walter Rohrl 7:40.00

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post #672 of 838 Old 05-22-2019, 10:03 PM Thread Starter
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Monaco Grand Prix – Preview
By Balazs Szabo
22 May 2019

F1 Grand Prix, GP Monaco, Monte Carlo Circuit
Formula One heads to Monte Carlo this week for Round Six of the 2019 Formula One World Championship, the fabolous Monaco Grand Prix. The illustrious race is a mixture of daunting barriers, tight streets, precision, unique setting and celebrity.

After the first five rounds of the season saw the total domination of the reigning world champion team, Mercedes, its rivals, Ferrari and Red Bull are buoyed to bounce back and stop the Anglo-German outfit in its march.

Despite the fact that Ferrari’s current car, the S90 has not really excelled through slower turns so far this season, the Italians have been busy with making a few changes to their car after the intensive programme during the post Barcelona testing. Red Bull’s 2019 car has proved strong in the slow corners of the Barcelona-Catalunya track a fortnight ago and that is a feature the Milton Keynes-based team wants to build on on the tight and twisty streets of the Principality.

The history of the Monaco Grand Prix predates the current World Championship. The event was called into being in 1929 when Anthony Noghes, the President of the Automobile Club de Monaco organised the very fist Monaco Grand Prix. Noghes managed to obtain the official sanction of Prince Louis II and the support of Monegasque driver Louis Chiron.

The first race was an invitation-only event. The then leading racing teams, Maserati and Alfa Romeo did not turn up in the Principality, leaving Mercedes and Bugatti battling on the track for the top positions. In the end, William Grover-Williams took the victory for Bugatti while Rudolf Caracciola finished second with his Mercedes.

The race quickly made its name with its unique setting. The next years saw Bugatti, Alfa Romeo and Mercedes taking the win in Monte Carlo before the race action came to a halt in 1938 because of the nearing war. The first post-war Monaco race was held in 1948, won by the future champion Nino Farina. The race appeared on the calendar of the very first Formula One World Champion as the second event. The race was not held in the following year while the 1952 Monaco Grand Prix was held to sports car rules. The Principality did not host any races in the following two years. The sport returned to Monaco in 1955 and has visited it every year since.

Monaco has made its name with its tight and twisty streets which test both men and machine, human concentration and reliability. The race is widely considered to be one of the most important and prestigious races in the world and forms the unofficial Triple Crown of Motorsport with the Indianapolis 500 and 24 Hours of Le Mans.

The most successful teams and drivers
With six wins, Ayrton Senna is the uncrowned king of the Monaco street circuit. The Brazilian is followed by Graham Hill and Michael Schumacher, with both have achieved five victories in the small country. Alain Prost is the only driver to have four wins in Monaco to his name. Stirling Moss and Jackie Stewart both won in the Principaltiy on three occasions.

Nico Rosberg is on the same level as the two British drivers in terms of the wins in Monaco. The German has won three times. He claimed his victories in 2013, 2014 and 2015, all of them as the team-mate of Lewis Hamilton. With his wins in 2008 and 2016, the Briton is part of the illustrious group of Juan Manuel Fangio, Maurice Trintignant, Niki Lauda, Jody Scheckter, David Coulthard, Fernando Alonso, Mark Webber and Sebastian Vettel.

McLaren is the most successful team in Monaco. The British outfit has won on fifteen occasions, although they scored their last victory with Lewis Hamilton back in 2008. Ferrari is second on this list with Sebastian Vettel winning for the Italians in 2017 for the last time. Lotus is the third most successful team with seven triumphs followed by BRM with five victories. Mercedes and Red Bull have both scored four wins. Cooper, Tyrell and Williams are the three-time winners in the Principality. Maserati, Brabham, Benetton and Renault form the group of teams which have won on two occasions.

Despite not being a repeat winner, Alfa Romeo has an outstanding achievement in Monaco with having won the first ever Formula One race in the luxorious country.

Track layout
The street circuit of Monaco is the shortest track on the calendar by far. Drivers have to complete a total of 78 laps on the 3.337km-long track during the race. Despite to the high number of laps, the race distance is only 260.286km.

The lap record is held by Max Verstappen. The Dutchman set a lap time of 1m14.260 during the 2018 Monaco Grand Prix, beating the previous record.

Not only the track, but the pit lane is also uncharacteristically tight which forces the governing body to reduce the speed limit in the pit lane at 60km/h during the entire race weekend.

Drivers reach a top speed of 280km/h at the end of the start-finish straight before slowing down for the tricky first corner. The exit from the Sainte Devote corner is important because drivers start climbing up a hill on the Beau Rivage section. After arriving the highest point of the circuit, the third bend, the Massanet requires maxmimum concentration, the slightest of mistakes can send cars into the barriers. In the next corner, Casino, the balance of the cars are thoroughly tested.

The Mirabeau corner opens the second sector. It entices drivers to be over-ambitious, but a lock-up can force drivers to take the run-off zone which could see them losing valuable time or a qualifying lap. Drivers then head towards the slowest bend of the track. In fact, the Grand Hotel corner is the slowest one on the whole calendar. The uncomfortably slow turn is followed by two other slow bends and the only tunnel of the calendar.

Turn 10 and 11 form a chicane where it is important to have a clean exit for the following straight. The next two corners are relatively fast, at least in Monaco terms. Turn 15 and 16 at the Swimming Pool build the last chicane of the circuit. Drivers have to be brave, but also presice to carry the maximum speed running over the high kerbs, but avoiding the daunting barriers. The Rascasse corner is another slow, 90-degree bend while drivers need to concentrate on the exit in the last bend, the Anthony Noghes corner as they arrive back to the start-finish straight.
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post #673 of 838 Old 05-23-2019, 05:33 PM Thread Starter
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Sainz preparing for pain after Monaco GP FP1 engine issue

by Haydn Cobb
23 May 2019
Carlos Sainz expects a costly engine issue in FP1 is “going to hurt further into the weekend” at the Monaco Grand Prix

Carlos Sainz expects a costly engine issue in FP1 is “going to hurt further into the weekend” at the Monaco Grand Prix after being put behind his rivals early on.

The McLaren driver effectively missed all of the opening practice session with a power unit problem, which saw his energy store component switched during the session, to leave him with just four laps completed.

Despite attempting to make up for lost mileage in FP2, with 47 laps notched up in the afternoon session, Sainz accepts his confidence and rhythm at the tight and twisty Monte Carlo circuit could cost him in qualifying and the race trying to extract maximum performance from his McLaren.

“Monaco is the last place you want to miss FP1 and standstill for one and a half hours while the others get laps on you,” Sainz said.

“I am 30 or 40 laps behind, but the mechanics did a brilliant job to get me back out on track right at the end to get an installation lap, but those 30 or 40 laps that I am behind are going to hurt further into the weekend. Hopefully we can recover little by little.”

Sainz ended the practice day in 13th place, just 0.026s slower than teammate Lando Norris, but hopes McLaren can find vital gains ahead of Saturday’s qualifying to make the jump into the top 10 with the midfield tightly contested on the times.

Just over one second splits Ferrari’s Sebastian Vettel who third place on the times down to Daniel Ricciardo in the Renault in 17th place in FP2.

“On one side it looks difficult as we haven’t been in the top 10 or Lando hasn’t been in the top 10 in FP1 or FP2,” he said. “But at the same time if it is close, and it is pretty close, we could be up there.

“As soon as we get my confidence up and my lap mileage up maybe all of sudden we can turn up a bit of pace.”
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post #674 of 838 Old 05-23-2019, 06:05 PM Thread Starter
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MPH: How Mercedes is leaving Ferrari behind
by Mark Hughes
17th May 2019

The Silver Arrows are on a stellar run of 1-2s in this Formula 1 season, and the reason lies in the slow corners

“The limitations of the car were highlighted this weekend,” said a downbeat Mattia Binotto post-Spanish Grand Prix. “They were already present in other races in the season. It may even be in the concept of the car.”

The performance pattern between the Mercedes and Ferrari has been very distinct this season, much more so in the last couple of years. Essentially, the Ferrari has lower drag and more power (in the high engine modes, at least) but the Mercedes has more downforce.

How those traits play out vary according to the circuit layouts. But it’s in the specifics of where the apparent downforce difference shows itself that may be of significance. “Yes, it’s not only downforce,” allows Binotto. “There’s something more… something we need to analyse.”

What he’s almost certainly referring to is how the Ferrari loses big chunks of time to the Mercedes in slow corners. Earlier in the season, at least, there was very little difference between their speed through the faster corners; it just wasn’t able to live with how the Mercedes could devour the slow ones. With Mercedes’ big Barcelona upgrade around the front wing and barge boards, it was faster through every corner. But still, the biggest differentiator was the slow turns, particularly sector three with its slow left-right flick of a chicane. Mercedes was taking a massive 0.65sec from Ferrari through there in qualifying (the Mercedes was 0.8sec quicker over the lap).

Despite being a significantly longer car, the Mercedes is particularly adept at changing direction at slow speeds. The Ferrari is notably poor at this and carries a limiting understeer balance. These traits have been very clear from Albert Park all the way to Barcelona even at those places where the Ferrari has been quick over the lap. In the case of both cars, it seems there may be a mechanical element associated with the performance.

Mercedes has been experimenting for some time with simulating the effects of rear-wheel steering – either in the tolerances allowed within the suspension geometry and/or in the brake-by-wire software. It was very apparent last year through the final turn at Austin, in the car’s enhanced rotation upon turn in. It looked like the beginnings of a rear slide, only then to straighten itself up once it was pointed at the apex. It’s the sort of trait a driver can amplify by how and where he comes off the brakes, but the car needs to be responsive to this – and the Mercedes was visibly so at that place last year. But it wasn’t always so obvious – and the W10 hasn’t always looked like this in the early part of 2019. The suggestion is that the feature has been tricky to set up. A breakthrough of sorts may have been made in understanding at Baku – between the practices of Friday evening and Saturday morning. Certainly at Barcelona, the W10 had the responsive slow corner reactions of a much smaller car even while enhancing its massive high-speed aero performance.

Meanwhile at Ferrari, there’s a recurring story of a new front suspension being trialled back at the factory but not yet raced. Difficult to know at the moment if this is real or mythical. The theory goes that the SF90 was originally designed with this suspension and that its aerodynamics were conceived around it, but that it suffered a breakage (either in testing or on the rig at the factory), causing Ferrari to adapt a version of last year’s suspension to the new car. This is all just hearsay from Italy so far – and not something that Ferrari has come close to confirming. Certainly in pre-season testing there was nothing visually obvious suggesting a different suspension to that currently on the car.

But what if it’s true? What if the Ferrari’s aerodynamics are designed to work with a greater rake angle, but that this angle cannot be achieved because of the front suspension and therefore the car is essentially running in compromised aero form until the mechanical solution can be found? Where would such a problem be most apparent? In slow corners, for sure – at the front end.

The combination of Mercedes’ slow corner boost and a problem with the Ferrari that is most apparent in slow corners would make some sense of that glaring 0.65sec chasm through Barcelona’s sector three. Answers to these questions will doubtless unfold over the next few events.

In the July 2019 issue of Motor Sport, Mark Hughes speaks exclusively to Ferrari boss Mattia Binotto. Subscribe here for your copy and receive a free membership to the Goodwood Fellowship.
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post #675 of 838 Old 05-24-2019, 09:16 AM Thread Starter
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Renault was running reduced engine power due to conrod issue
Adam Cooper
By: Adam Cooper

Renault Formula 1 team boss Cyril Abiteboul has revealed that a conrod reliability issue handicapped the French manufacturer in the first part of the 2019 season.

While it was well known that Renault had suffered some MGU-K issues this year, the fundamental problem with its V6 had hitherto been kept under wraps.

It came to light when Nico Hulkenberg retired in the second race of the season in Bahrain, forcing the team to adopt "containment measures" which reduced performance in China and Azerbaijan while a solution was sought.

That was implemented when all four Renault-powered cars took new V6s in Barcelona, and having initially run them in a conservative mode in Spain, Renault is now confident enough to turn them up from this weekend in Monaco.

"This winter we were given the opportunity to properly focus on power gain, and competitiveness gain," said Abiteboul. "What it meant was we consciously decided to focus on performance, to the detriment of reliability.

"It means that a number of engines that should have been used on the dyno to secure reliability were actually used to develop performance. So what it meant was a very good start in terms of engine power, but reliability that was below standard.

"Two reasons, one which you know which was the MGU-K, and one which you don't know, which was that Nico's failure in Bahrain was actually a conrod failure – so typically a part that you don't want to break, because it's a part at the bottom of the engine, and a fundamental part."

Abiteboul says that performance was compromised in Shanghai and Baku as Renault could not use full power.

"It was a problem that we didn't identify over the winter, we didn't really have a back-up plan, but at the same time I can say that it was a blow for the organisation that meant some containment measures after the race that was massively reducing the power that was delivered for the following races.

"I can tell you it was also an amazing reaction from everyone involved, and in five weeks we managed to identify the problem, understand the problem, come up with a new design, source new parts, test the parts, sign off the parts on complete cycles, and build new engines in enough quantity for ourselves and McLaren in time for Spain. So that was the reason for the introduction of the new engine in Spain."

Abiteboul is confident that Renault is now able to use the power unit's full potential.

"In Barcelona we've done one step of power, not the full, because we wanted to get the feedback of Barcelona, and do some inspection, and make sure that every one was OK.

"But there will be another step from this weekend onwards, so basically we are back to the competitiveness level of the engine at the season start, which was really strong.

"Just to put some figures into perspective, the gain that we were aiming to make over 12 months on the engine side was 50kW, we've done 40 and we're aiming to do another 10 over the course of the season, in the best mode.

"From our analysis we see we are now the same level as Ferrari and Mercedes in race, and behind Ferrari in qualifying, when we will be back to that level which is the case from this weekend on."

Abiteboul conceded that it was hard to convince sceptics that Renault has made progress.

"The problem is that by losing Red Bull we are losing the opportunity to demonstrate the progress of the engine, we knew that, that is why we need to pick up from where Red Bull left it and demonstrate with our own team the progress of the engine.

"Anyone who is a bit of a professional in F1 would be able to look at the top speed, look at the GPS, and see exactly what is going on. Okay, there are downforce levels that are chosen that can be a bit different, but we see a trend and the trend in my opinion doesn't lie."
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