Paddy Lowe: Our main objectives for the 2012 season were to optimise
downforce despite the changes to the blown floor, and to improve our
understanding and utilisation of the Pirelli tyres, which were new to us
last year.
Tim Goss: Although you can’t see it, there’s a lot on this car that’s
changed. However, this year has seen more of an evolutionary set of rules,
so there’s less of the unpredictability that comes from balancing resources
between seasons during a time of greater regulatory change.
PL: Every year, we sit down and want to design a race-winning car. We
didn’t have the quickest car at the start of last season, but we’re doing
everything possible to build the quickest car possible.
What are the key visual differences between the 2011 and 2012 cars?
TG: I think the most obvious change is the loss of the U-shaped
sidepod, which we pioneered on last year’s car. We reverted to a more
conventional sidepod shape for this season because the U-shape was less
suited to the new exhaust geometry restrictions.
For 2012, the exhaust tailpipes now have to exit along the U-channel – so that
particular feature was no longer really viable due to the new geometry
restrictions.
As a result, we decided to adopt a different approach to the way we feed the
rear of the car. We have cleaned up the roll-hoop area and now have much
tighter rear bodywork.
Were there any particular challenges in adapting to the new 2012
regulations?
TG: The regulations around the exhausts are very prescriptive: the
exhausts must now exit within a very tight space at the rear of the car in
order to minimise their aerodynamic influence.
The final 100mm of the exhausts must be cylindrical – so they can no longer be
oval, or flattened – and must be sited at a particular vertical and
horizontal angle – between 10 and 30 degrees upwards. That’s to direct the
exhaust exit away from the floor.
PL: One of the more satisfying challenges was being able to develop and
expand our knowledge of the Pirelli tyres. It’s our second season with
Pirelli – 2011 was very much a learning year.
We have used our experience from the past 12 months to design the car’s
layout, aerodynamics and vehicle dynamics around improved tyre utilisation.
Have there been knock-on effects to the design of the car due to the
exhaust restrictions?
TG: They have the inevitable impact on the flow-fields around the rear
of the car, yes. In previous years, the exhausts exited directly into the
rear corner of the floor; we can’t do that any more so, as you’d expect,
that changes the flow characteristics at the rear of the car.
The knock-on effect is that all of the aerodynamic devices at the rear of the
car have had to be re-designed.
There have been a few departures from the technical team over the winter –
are you comfortable with that?
PL: I always say this, but Vodafone McLaren Mercedes is an extremely
broad organisation. Bear in mind that we have 200 engineers working here –
and, if those people all stayed in their job for 10 years, then we’d lose 20
engineers a year.
Actually, we lose far fewer than that. It’s easy to focus on those leaving,
but we have just as many people arriving here.
Also, we pride ourselves on bringing on new, young and clever guys, helping
them get into the business. Inevitably, at some point, a few of those feel
the need to fly the nest and join the competition – it’s not something you
can avoid.
But we’ve got a very strong group of fantastically committed individuals here
and we’re proud of the work we’ve all done on MP4-27.
MP4-27 technical specification
Chassis
- 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 pullrod
and bell crank with a double wishbone arrangement - Electronics: McLaren Electronic Systems. Including chassis control,
engine control, data acquisition, dashboard, alternator, sensors, data
analysis and telemetry. - Bodywork: Carbon-fibre composite. Separate engine cover, sidepods and
floor. Structural nose with integral front wing.
Driver-operated drag reduction system
- Tyres: Pirelli P Zero
- Radio: Kenwood
- Race wheels: Enkei
- Brake callipers: Akebono
- Master cylinders: Akebono
- Batteries: GS Yuasa Corporation
- Steering: McLaren power-assisted
- Instruments: McLaren Electronic Systems
- Paint solutions: AkzoNobel Car Refinishes using Sikkens products
Engine
- Type: Mercedes-Benz FO 108Z
- 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 Formula 1
- Lubricants: Mobil 1 – combining greater performance, protection and
cooling with increased economy and lower emissions - Weight: 95kg (minimum FIA regulation weight)
KERS Hybrid
- Type: Mercedes-Benz
- e-Motor: Engine-mounted electrical motor/generator
- ESS: Integrated energy storage cells and power electronics
- Power: 60 kW
Transmission
- Gearbox: McLaren-moulded carbon-fibre composite.
- Integral rear impact structure
- Gears: Seven forward and one reverse
- Gear selection: McLaren seamless shift, hand-operated
- Clutch: Carbon/carbon, hand-operated
- Lubricants: Mobil