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Q&A: Tim Goss & Paddy Lowe -

The new McLaren MP4-25 looks set to divide opinion when it comes to aesthetics following a dramatic aerodynamic overhaul, but will hte car be a winner on track as the team seeks to rebuild after a disappointing 2009 campaign.

The new McLaren MP4-25 looks set to divide opinion when it comes to aesthetics following a dramatic aerodynamic overhaul, but will hte car be a winner on track as the team seeks to rebuild after a disappointing 2009 campaign.

Tim Goss and Paddy Lowe, respectively chief engineer and engineering director for the McLaren programme took time out to discuss the design philosophy behind the 2010 car, and how the team is aiming to tackle the various strategic changes facing it as it aims to gives its world champion line-up a shot at claiming a second title.


Q:
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.

Q:
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.

Q:
On a human level, what has the organisation learnt about itself over the past twelve 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.

Q:
Looking at the 2010 regulations, the biggest news is the banning of in-race refuelling – 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.

Q:
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.

Q:
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:



Tagged as: Mclaren , Paddy Lowe , MP4-25 , tim goss

Related Pictures

Click on relevant pic to enlarge
McLaren MP4-25 Launch, Newbury, GB, Vodafone, Mercedes
20.07.2014- Race, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014- Race, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014- Race, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014-, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014-, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014- Race, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014- Race, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014- Race, Kevin Magnussen (DEN) McLaren Mercedes MP4-29
20.07.2014- Race, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014- Race, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014- Race, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014- Race, Kevin Magnussen (DEN) McLaren Mercedes MP4-29
20.07.2014- Race, Kevin Magnussen (DEN) McLaren Mercedes MP4-29
20.07.2014- Race, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014- Race, Jenson Button (GBR) McLaren Mercedes MP4-29
20.07.2014- Race, Kevin Magnussen (DEN) McLaren Mercedes MP4-29
20.07.2014- Race, Kevin Magnussen (DEN) McLaren Mercedes MP4-29

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paul maloney - Unregistered

July 29, 2010 11:57 AM

hi guys maybe the answer to ferr+bulls new wing design, that you havnt worked out yet could be as simpleas the underneath of the wing structure is CORRUGATED which of course would flex more than usual, but still maintain strengh....paul

chizzel - Unregistered

January 30, 2010 1:24 PM

"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". So Lewis and Mclaren DIDN'T blame Dave Ryan in Melbourne, making him a scapegoat?



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