Mclaren_Mircea_1984

Uite un articol interesant sa intelegi din ce cauza se chinuie Mclaren chiar daca are motor Mercedes. Sursa ii un fost mecanic de la Mclaren, si care are inca foarte multe cunostinte in cadrul fostei sale echipe. Mclaren primesc mereu ultimii informatiile despre ceva schimbari de catre Mercedes. Au primit despre noile evacuari si ceva dimensiuni abia la Jerez. Mercedes se cramponeaza strict de a furniza fara nici o info in plus. Omul zice ca in Bahrain Mclaren avea atata spatiu in zona aia ca puteai pune o geanta pe cand Mercedes era compactata perfect in aceasi zona din jurul motorului. http://f1elvis.com/2014/04/15/customer-service/ "’ll use the example of McLaren as that’s where the bulk of my personal experience lies. For many, many years McLaren were considered to be the Mercedes ‘works’ team and that brought with it some considerable benefits. The designers in our drawing office at the team worked so closely with their counterparts at Brixworth, that they considered themselves colleagues. They met regularly and spoke on the phone on an almost daily basis, discussing ideas and thoughts about how to improve both sides. From the software side, a really key area in F1, the same applied. We found clever tricks in engine management and mapping, and the flow of information, although very carefully kept secret from the outside world, was shared and developed openly between the two companies. We, as the team, had the unconditional backing of Mercedes Benz and no expense or effort was spared to make sure we had the best possible chance of success. We were one team. Today of course, things are very different. Those practices are exactly the sort of thing going on inside the Mercedes team and one of the reasons for their slick operation. Back at McLaren, they’ve found themselves in a tricky situation. McLaren are now nothing more than a customer of Mercedes and that brings with it a very different working culture. On top of that, the decision makers at Brixworth are all too aware that Honda have themselves very much embedded within the Woking based outfit ahead of 2015 and need to be very careful about just how much information they share. Having spoken to people at both squads, I understand it’s been a difficult relationship to get right, particularly given the long-standing and deep-rooted history between the two. It’s not just about a corporate relationship, these are the same people who’ve spent years working together as close ‘colleagues’ and friends, who all of a sudden are having to deny access to certain areas of the building or to certain files on their systems. The upshot of all this is that Mercedes find themselves in a very good position, not just with their current car, but moving forward too. They have the huge advantage of being able to control the rate of development of their customer teams. The key hardware may not change and I’ve no doubt that engine contracts stipulate some levels of parity between them and everyone they supply, but where they have the edge, the significant edge, is the ability to control the release of vital update information to customer teams. It may not sound like such a big deal, but of course updates from your engine partner can have major ramifications on other areas of the car and they can take time to react to. McLaren, for example turned up at the Jerez test in February with their new car, to be effectively handed a brand new set of exhausts from Mercedes with little prior warning. The update, a much, much smaller, more tightly packaged installation, of course has huge benefits to the team, but only if you’re able to design the rest of your ancillary layout around it. Then, and most importantly, the rear bodywork can be remodeled to give massive aero gains. Until now McLaren have had to live with what they have. They’ve had small staged upgrades in various areas, but such a major change is not the work of five minutes. In Bahrain the car ran with so much space between the exhausts and the bodywork, I’m told you could fit a small suitcase in the gap. That’s unheard of and unacceptable to F1 designers and something that clearly isn’t present on the W05. They, of course knew the new exhausts were coming as soon as the idea was conceptualised and could fit it neatly into their new car many weeks ahead of the others."

@ferr Renault nu mai are nici o treaba cu Lotus. Doar le furnizeaza motoare si platesc pentru ele din 2013. Situatia lui Lotus era atat de disperata de aia l-au adus pe Maldonado. La fel, Telmex aduce bani, dar echipele nu traesc doar din sponsori. Mai vin din drepturi tv si bani pusi diferenta de patron sau grupul auto de care apartin. Uite sursa. http://bleacherreport.com/articles/1927268-breaking-down-the-costs-of-racing-in-formula-1-is-spending-out-of-control

@ferr Sponsorii daca acopera jumatate din buget. De exemplu la Mclaren din 160 de milioane doar 85 erau asigurate de sponsori. 45 Vodafone +40 toti ceilalti., pentru ca nu toti partenerii unei echipe sunt sponsorii clasici. Tu chiar crezi ca la Ferrari din 250 de milioane mai mult de 100 -120 is acoperiti de sponsori? Nici vorba. Aici se face diferenta intre echipele mari si cele de mijloc. Sau de exemplu Red Bull, unde Materschitz nu tine cont de nici un RRA si pompa bani cati vroia. Sa ai o zi faina.

Ii frica la Wolf ca Daimler nu va acorda resursele pe care le-a acordat anul acesta pentru v6. Anul trecut in 2013, cand au fost pe 2 la constructori Mercedes a avut buget de doar 150 de milioane, deci pe locul 4 dupa Ferrari (250), Red Bull (235) si Mclaren (160). Pentru 2014 Daimler a acordat resurse mari, dar Lauda a spus ca Daimler i-a spus verde in fata ca astfel de resurse sunt "nesustenabile pe termen lung". In 2015 Mclaren va avea 150 de milioane doar din Honda + Sponsor principal (Rakuten si Huawei ambele pun pe masa 50 de milioane cu 10 mai mult decat Petronas la Mercedes). O sa vedeti ca Mercedes nu va tine ritmul ani la rand. Nemtii is zgarciti si foarte chibzuiti la bani. Pt eforturile din 2014, au luat bani de la programul DTM si i-au directionat spre F1 pt a fructifica sansa din 2014, dar nu pot mentine, desi obiectiv ar putea pt ca Daimler are profit mai mare decat Fiat sau Red Bull AG, si chiar Honda.

Bravo Mclaren. Sa nu renuntati la suspensia butterfly. Mclaren este singura echipa care ii full de junior engineers de la Cambridge, Oxford, Imperial College, si care au curaj si fantezie pentru inovatie. Nu ca Ferrari si Mercedes ce tot recicleaza si recicleaza ingineri trecuti de 50 de ani plimbati pe la toate echipele.