Friday, January 24, 2014


McLaren launches its latest grand prix challenger, the all-new MP4-29. Gone are normally aspirated engines, a Formula 1 mainstay for a quarter of a century, in their place come 1.6-litre V6 power-units, which sophisticatedly integrate turbo-charging and turbo-compounding, fuel-flow restrictions, and a powerful energy recovery system.

These new regulations will enable teams to harness both traditional internal combustion and electrical energies. They further underline Formula 1’s relevance as a pioneer of future roadcar technologies, represent the biggest and most dynamic change to the sport since its inception in 1950, and are duly destined to re-shape grand prix racing. McLaren, too, faces a period of dynamic change, the organisation has not only embraced the extreme technical and strategic challenges posed by the new regulations, it has simultaneously been growing and developing ahead of even bigger and more exciting future partnerships.

McLaren have responded to the disappointment of 2013 season by pragmatically framing their approach to the technical challenge. The new MP4-29, revealed today, is a sensible and calculated response to the new regulations. But it is very much a frozen snapshot of the design team’s steep development curve, and, as such, a machine that will potentially undergo more technical change throughout a single season than any other car in McLaren’s long and illustrious history.

The challenge for 2014 is to build-in both performance and reliability – something that can no longer be taken for granted given the steep technical challenge ahead. It is also a time of transition. Our final season with our engine partner, Mercedes-Benz, will be our 20th together, before we begin an exciting new journey with Honda from 2015.

Jenson Button, the 2009 Formula 1 World Champion, remains for his fifth season at McLaren. For 2014, his experience, level-headedness and innate ability to read the behaviour of a racing car will be a powerful asset to our engineers, designers and analysts. Kevin Magnussen arrives in Formula 1 with a stunning record in Renault Word Series 3.5, grand prix racing’s feeder series, and, crucially, no preconceptions. Having already devoted hundreds of hours to refining and developing our 2014 car in the McLaren simulator, his eagerness and commitment will sync perfectly with Jenson’s experience, providing us with a perfectly balanced driver pairing.


Chassis Monocoque - Carbon-fibre composite incorporating driver cockpit controls and fuel cell.

Safety structures Cockpit survival cell incorporating impact resistant construction and penetration panels, front impact structure, prescribed side impact structures, integrated rear impact structure, front and rear roll structures.

Bodywork - Carbon-fibre composite. including engine cover, sidepods, floor, nose, front wing and rear wing Driver-operated drag reduction system.

Front suspension - Carbon-fibre wishbone and pushrod suspension elements operating inboard torsion bar and damper system.

Rear suspension - Carbon-fibre wishbone and pullrod suspension elements operating inboard torsion bar and damper system.

Weight - Overall vehicle weight no more than 690kg without fuel. Weight distribution between 45.5% and 46.5% (Subject to tyre weight adjustments and axle weight limits).

Electronics - McLaren Applied Technologies. Including chassis control, engine control, data acquisition, alternator, sensors, data analysis and telemetry.

Instruments - McLaren Applied Technologies dashboard.

Lubricants and fluids - Mobilith SHC™ 1500 Grease – high-temperature drive-shaft tripod lubrication; Mobilith SHC™ 220 Grease – low rolling-resistance ceramic wheel bearing lubrication; Mobil SHC™ Hydraulic Oil – high-pressure, high-temperature hydraulic fluid used for driver, transmission and power-unit control actuators.

Brake system - Akebono calipers and master cylinders Akebono ‘brake by wire’ rear brake control system Carbon discs and pads.

Steering - McLaren Racing power-assisted.

Tyres - Pirelli P Zero.

Race wheels - Enkei.

Radio - Kenwood.

Paint - AkzoNobel Car Refinishes system using Sikkens products

Power Unit Type - Mercedes-Benz PU106A Hybrid. Minimum weight 145 kg.

Primary PU components - Internal Combustion Engine (ICE) Motor Generator Unit – Kinetic (MGU-K) Motor Generator Unit – Heat (MGU-H) Energy store (ES) Turbocharger Control electronics.

Internal Combustion Engine Capacity - 1.6 litres; 6 Cylinders; Bank angle 90 degree vee angle; No. of valves 24; Max speed 15,000 rpm; Max fuel flow rate 100kg/hour (above 10,500 rpm); Fuel consumption 100kg ‘lights to flag’ regulated fuel capacity limit; Fuel injection 500bar direct injection, single injector per cylinder; Pressure charging Single-stage compressor and exhaust turbine, common shaft.

Lubricant - Mobil 1™ Engine Oil – high-protection low-friction lubricant and coolant, for high durability and improved fuel economy.

Fuel - ExxonMobil High Performance Unleaded (5.75% bio fuel)

Energy Recovery System
Architecture - Integrated Hybrid energy recovery via Motor Generator Units Crankshaft coupled electrical MGU-K Turbocharger coupled electrical MGU-H.
Energy store - Lithium-Ion battery, between 20 and 25 kg Maximum energy storage, 4 MJ per lap.
MGU-K - Maximum speed, 50,000 rpm; Maximum power, 120 kW; Maximum energy recovery, 2 MJ per lap; Maximum energy deployment, 4 MJ per lap.
MGU-H - Maximum speed 125,000 rpm; Maximum power, unlimited; Maximum energy recovery, unlimited; Maximum energy deployment, unlimited.

Gearbox - Carbon-fibre composite case.
Gears - Eight forward and one reverse.
Gear selection - McLaren Racing hand-operated seamless-shift.
Differential - Epicyclic differential with multi-plate limited-slip clutch.
Clutch - Carbon/carbon, hand-operated.
Lubricant - Mobil 1 SHC™ Gear Oil – Low traction-loss, high-efficiency gear and bearing lubricant and coolan.