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  1. http://www.worldcarfans.com/110012924294/m...-new-mp4-25-car
  2. This is what happens to a car when its owner has too much money and hails from the land of Ricola sweets. The Mclaren SLR alone costs a bomb, US$495,000 to be exact. This incredibly garish, pimped out SLR on the other hand costs US$4.5 million on top of the base price because of its 24 carat gold accents. It is all thanks to Swiss designer Ueli Anliker. The Mclaren now looks more like a Pussycat Doll's handbag than a car.. Check out the plush gold seats and trim.. This car has more bling than Snoop Dog and Jay Z combined. Its just hideous! The potential best-Mercedes-of-all-time SLR has been catastrophically transformed into an orgy of red and gold, I cringe at the sight of it. From Classic Silver... to Ridiculous Red. And when you look at the man behind the 'Mclaren SLR 999', you'd understand why its all red and gold.. He probably just wanted to match his red jeans and his gal's gold outfit. No wonder the Swiss haven't invented a car.
  3. Kimi Raikkonen has signed an "outline agreement" to kick off a second tenure with the McLaren team beginning in 2010, the Mirror newspaper reported on Sunday. The British newspaper said the 29-year-old Finn, who raced with the Woking based outfit between 2002 and 2006, must first reach an agreement with Ferrari, with whom he is under contract for one more season. The Mirror cited "paddock sources" in claiming that Raikkonen is prepared to vacate his contracted Ferrari seat in 2010, but only if the famous Italian outfit pays "all of his 2010 ... salary". The newspaper estimated Raikkonen's 2010 Ferrari contract at nearly $49m USD. The report also said the news ties in with Nico Rosberg's link with Brawn and the Brackley team's burgeoning relationship with Mercedes-Benz. The German manufacturer Mercedes was said to be pushing for Rosberg to replace Heikki Kovalainen at McLaren, but may now have resolved to push the German driver to Brawn and increase its involvement with the Ross Brawn-led outfit.
  4. McLaren has officially unveiled the highly anticipated 2011 MP4-12C. Set to become the first "modern" McLaren, the car features dynamic styling that was purposely designed to be timeless and relevant for years to come. While the end result looks kind of generic from certain angles, McLaren points out that virtually every aspect was designed to be fully functional. Obviously the car features a little McLaren magic, but that's mostly limited to the F1-inspired dihedral doors and air scoops that resemble the McLaren logo. Out back, the car features LED taillights and unique center-mounted dual exhaust tips. Inside, the MP4-12C boasts a luxurious cabin with a slim center console (with an "Active Dynamics" control panel), a 7-inch touch screen, and attractive sport seats. Other design features include a low cowl for improved visibility, a button-less sports steering wheel, and door-mounted climate control knobs. Power comes from a mid-mounted 3.8-liter twin-turbo V8 engine, which produces around 600 bhp and 600 Nm of torque. Thanks to a dry sump and a flat plane crankshaft, the engine can be placed extremely low in the chassis for a low center of gravity and improved handling. Backed up by a seven-speed "Seamless Shift" dual clutch gearbox (with normal, sport and high performance modes), the MP4-12C promises to deliver "new standards for power and performance in its sector." While the company failed to provide performance data, they stated that they focused on "useable measures such as in-gear acceleration times, braking performance, the efficiency of power delivery, and achieving the lowest possible fuel consumption and CO2 emissions." As you would expect, McLaren drew heavily on their racing knowledge when developing the MP4-12C. For example, the car rides on an 80 kg (176 lbs) one-piece carbon fiber chassis - dubbed the Carbon MonoCell - which was specially designed to be lightweight, strong, and durable. The supercar also features an advanced Brake Steer system, which helps to cancel out understeer when entering corners as well as providing improved traction on the way out. Other performance features include forged aluminum brake hubs, an Airbrake system and a Pre-Cog transmission function that "primes" the gearbox for the next shift. Look for more information to be released when the MP4-12C approaches its 2011 launch date.
  5. http://www.youtube.com/watch?v=tVlbvxd0Q10
  6. McLaren has been handed a suspended three race-ban by the World Motor Sport Council as its punishment for lying to race stewards in Australia and Malaysia. An extraordinary general meeting of the FIA's WMSC convened on Wednesday to discuss the controversy after Lewis Hamilton and McLaren's former sporting director Dave Ryan were found to have provided deliberately misleading evidence to stewards. The Woking squad's team boss Martin Whitmarsh appeared alone at the Paris hearing and the FIA said he admitted all five counts on which the team was charged with for bringing Formula 1 into disrepute. However, the WMSC said it had opted against a more severe sentence after being satisfied that there had been a "change in culture" at the team since it was engulfed by the controversy. The FIA added that the three-race ban would only be activited if the team breached the sporting code again over the next 12 months or fresh evidence connected to the case emerged.
  7. it seems F1 will remain as F1, always full of off the track happenings as well as on it. McLaren will be hauled before the FIA
  8. Jonbummer

    McLaren

    it has been noted that in the recent F1 tesst that the McLaren MP4-24 for the 2009 season had been slow... in fact, many had stated that they will struggle in the races to come from F1-live.com McLaren Group Chairman Ron Dennis has played down suggestions the Mercedes-powered team is set for a season in the midfield. The MP4-24 seems to be struggling for winter test pace, amid rumours the car may be flawed aerodynamically at the rear. But Dennis, who earlier this month handed control of the Woking-based team to his long time deputy Martin Whitmarsh, said pre-season form should not be relied upon. "Whatever performance level McLaren have today we will be a competitive racing team," he told the BBC at the Science Museum in London. "That means we will be fighting for the world championship.
  9. Enjoy... Think this is for the McLaren fans nia...
  10. Full of sxxt Mclaren cannot cover anymore sxxt liao thus act "integrity" hypocrites, still think last month try to steal Drvier Championship from Kimi. http://orange.planet-f1.com/News/Story_Pag...2967838,00.html
  11. Ferrari have accused McLaren of being "naked opportunists" at an appeal over the result of the Brazilian Grand Prix. McLaren objected to Williams and BMW not being penalised for using fuel that was too cool in the season finale. If the FIA upholds the appeal McLaren's Lewis Hamilton could depose Ferrari's Kimi Raikkonen as world champion. McLaren lawyers have called for a reclassification of the championship which led to Ferrari's sharp retort - a final ruling is expected on Friday. Hamilton was seventh in Brazil behind a Williams and both BMWs. If Williams's Nico Rosberg and BMW Sauber pair Robert Kubica and Nick Heidfeld are disqualified, the Englishman could be moved up to fourth and would gain enough points to overtake Raikkonen, who won the race. Hamilton finished the season one point behind the Finn. McLaren Barrister Ian Mill pointed to 26 instances in Formula One history where there had been disqualifications and a championship reclassification. "We offer no special plea on behalf of the team, but I ask you to do what normally happens," he said. "It's clear the infringement of this rule did have a performance-enhancing effect. "If you put in cool fuel it increases the horse power. "The principle is clear: if there was a performance enhancement, there was a breach and there has to be a disqualification. "I ask you to address this as though it was any team at any stage of the season. "It cannot make a difference it was the last race of the season, and that it will decide the championship. "Invariably, whenever there has been a disqualification, there has been a reclassification." But Ferrari's Nigel Tozzi countered: "This is not the way a Formula One world championship should be won. "Mr Hamilton himself, potentially the only beneficiary, has said very clearly he does not want to win the championship this way. "Mr Norbert Haug, head of Mercedes motorsport, has again gone on the record and said McLaren are not appealing in order to claim the championship. "Mr Martin Whitmarsh (McLaren F1 CEO) in an interview yesterday said 'finding a way to award the world drivers' championship to Lewis retrospectively, is not at all what this is about'. "It could be said McLaren are shameless hypocrites devoid of any integrity, or maybe what their representatives have said should be taken at face value. "If what they want is clarity, then by all means let them have that, but do not allow them to have the world championship this way. "It would be a serious injustice to Mr Raikkonen should the world title be taken away from him, a fact recognised by Mr Hamilton and Mr (Fernando) Alonso. "As McLaren are fond of saying: 'The championship should be decided on the track and not in the courtroom'," he concluded. It is widely expected that the FIA will not change the race classification even if it decides to punish Williams and BMW Sauber and it is unlikely to result in Raikkonen losing out. And Hamilton has already said that he does not want to win the championship in this fashion. F1 supremo Bernie Ecclestone, former Ferrari driver Michael Schumacher and Britain's last world champion Damon Hill also believe it would be bad for the sport if the championship is settled in this way. But the trio are united in their belief that McLaren's appeal will not affect the outcome of the title race. Ecclestone said on Wednesday: "I don't think Formula One fans would like a championship to be won because the temperature of the fuel, which can't be measured anyway, is possibly 5C out," he told The Times. "If anybody thinks that is the best thing for Formula One, then I'd have a serious thought about retiring. "They don't have to change the results of the race - it's an infringement of the regulations. "On the same weekend, McLaren used an extra set of tyres, which they shouldn't have used - that was an infringement - so if anything does happen at this Court of Appeal, maybe they'll treat it exactly the same as the tyres."
  12. McLaren should just fire the two f**king spanish drivers....from day 1 I believe that they don't fit in the team. In the attached report it also stated: "a penalty consisting of exclusion from and withdrawal of all points awarded to McLaren in all rounds of the 2007 Constructors 17844641__WMSC_Decision_130907.pdf
  13. Damn, if proven guilty....Mclaren Merc team really sucks. Am always put off by cheating in sports ========================================================================= September 6, 2007 Will Lewis be thrown out? Are Lewis Hamilton's chances of a rookie world title on the line? The Ferrari-McLaren 'spy' row has reignited, with news that the World Motor Sport Council (WMSC) will meet next week to look at 'new evidence' that Hamilton's team used confidential Ferrari documents to improve its cars. If the WMSC finds McLaren guilty, it could cost Hamilton the world championship - and more. At the hearing in late July - where McLaren was found guilty of fraudulent conduct but not penalised - the WMSC said: 'We reserve the right to invite Vodafone McLaren Mercedes back in front of the WMSC, where it will face the possibility of exclusion from not only the 2007 championship, but the 2008 championship.' McLaren has indeed been invited back on September 13 in front of the entire council - a reconvention which indicates the new evidence could be serious. The hearing replaces Ferrari's Court of Appeal date, where the Italian team was due to contest the WMSC's July ruling. The spying row initially blew up when an 800-page Ferrari document was found in the house of McLaren chief designer Mike Coughlan, who has since been suspended. With Hamilton leading the world championship by five points from team-mate Fernando Alonso with five races to go, it'd be a cruel blow if he was to miss out becoming the first driver to take the title in his debut season. We'll find out more next week. But you can bet that there won't be too many smiles between Ferrari and McLaren at this weekend's Italian GP.
  14. was just waiting for the outcome this whole evening.. and thankfully, the sports and the Silver Arrow are not penalized by actions of individuals ------------------------- The FIA World Motor Sports Council has decided not to impose any penalty on McLaren. The FIA said after the hearing that it would pursue action against Coughlan and Ferrari engineer Nigel Stepney. The governing body said that there was no doubt that the team's chief designer Mike Coughlan had had the leaked information but there was no proof that McLaren had benefited from it. The FIA reserved the right to summon McLaren again if it was suspected that the team had made use of any of the data. The full FIA statement read: "An extraordinary meeting of the World Motor Sport Council was held in Paris on 26 July, 2007. The following decision was taken:
  15. Saw the exciting race at Merc Centre. Right from the beginning, Merc got it right and grabbed 1st and second position. Lewis manoeuvred strategically at 2nd position to widen the gap, hence giving Alonso a clear lead that stretched to 20 sec or so eventually! Henceforth it was domination by the Silver Arrows! In fact, quite early on the race, Ferrari 3rd place Massa tried too hard and overran the track. From then on, it was really between Kimi and Lewis. At the final lap, they were just 1 sec apart, with Alonso clearly and comfortably in the lead. Yes, Alonso won in his cool headed way, but if there is a "driver of the race" (like soccer), I'll vote for Lewis for strategic manoeuvring and performance under constant pressure from Kimi for the good part of the race! Jenson Button of Bar Honda moved up a bit too, from 16 to 12. Oh, and here're the goodies from Merc Centre. I won the limited edition McLaren Merc F1 calender (rest is door gift) :)
  16. Possible alternator damage under hard operating conditions Mercedes-Benz USA, LLC will conduct a voluntary recall campaign on certain model year 2005 - 2006 SLR McLaren vehicles with regard to the alternator. The company has determined that under hard operating conditions, the engine compartment temperatures can increase to a level which exceeds the design parameters for the alternator and creates the potential for an engine compartment fire. A damaged alternator cannot assure sufficient voltage to supply the vehicle electrical system. If this condition occurs, the driver will first be informed of alternator damage by the instrument cluster multifunction displays indicating the shut down of some vehicle comfort features such as A/C, radio, etc. If voltage drops further, the multifunction display will indicate "Battery/Alternator Stop Vehicle." In that case the driver should shut off the vehicle and contact an authorized Mercedes-Benz dealer and have the vehicle towed in for repair. The dealer will improve engine compartment cooling, install a modified control unit and a new alternator.
  17. Notice the nose, which is much wider than the fragile MP4-19's needle. Also, the side intakes are so dramatically-shaped, they're almost triangular now.
  18. Montoya Joins McLaren - 17/11/03 It
  19. http://www.supercars.net/PicFetch?pic=2004_mercedes-benz_slr_mclaren-1.jpg http://www.supercars.net/PicFetch?pic=2004_mercedes-benz_slr_mclaren-2.jpg http://www.supercars.net/PicFetch?pic=2004_mercedes-benz_slr_mclaren-3.jpg The Mercedes-Benz SLR McLaren The new Mercedes-Benz SLR McLaren, which is set to celebrate its world premiere in autumn 2003, revives the glorious tradition of the SLR and marks the reawakening of Mercedes-Benz' passion for super sports cars. It is a passion which can be traced way back through automotive history and which was demon-strated with particular elan in the Uhlenhaut Coupe. A contemporary interpretation of stylistic elements lifted from the original SLR and design details taken from the 2003 Formula 1 Silver Arrows allow the 21st-century SLR to form a bridge between the past and the future, bringing cutting-edge motorsport technology to the road, just as the inspirational SLR Coupe did in 1955. The new super sports car allows Mercedes-Benz and its Formula 1 partner McLaren to showcase their collective experience in the development, construction and production of high-performance sports cars. This combination of knowledge and expertise is evident not only in the host of pioneering developments, impressive performance figures and superior driving characteristics of the SLR, but also in the extremely high levels of safety and practicality which it offers. These attributes come together to form the basis for an automobile with a very special charisma - an impressive synthesis of Mercedes tradition and innovation in every respect. Mercedes-Benz and McLaren have successfully imbued the new Mercedes-Benz SLR McLaren with the same charismatic qualities. Just like its legendary predecessor of 1955, this SLR incorporates new technological developments which are ahead of their time. For evidence, simply take a glance under the bonnet at the Mercedes-AMG V8 powerplant. With its 5.5-litre displacement and screw-type compressor, the engine develops a peak output of 460 kW/626 hp and delivers its maximum torque of 780 Newtonmetres from 3250 rpm - a figure which remains constant across a broad engine speed range of up to 5000 rpm. With this kind of power under the bonnet, the Mercedes-Benz SLR McLaren delivers performance figures which are among the best in its class: this high-performance sports car takes just 3.8 seconds to sprint from 0 to 100 km/h, it passes the 200 km/h mark after 10.6 seconds, and from a standing start it takes just 28.8 seconds to reach 300 km/h. The two-seater has a top speed of 334 km/h (provisional figure). In the interests of optimum weight distribution, optimum dynamic handling and high stability on braking, the Mercedes-Benz SLR McLaren has a front mid-engined design. The V8 powerplant is mounted on a robust aluminium frame and has a low installation position. Water-type charge-air cooling, three valves per cylinder, dry sump lubrication and four metal catalytic converters are further special features of this powerful engine - an engine which already meets stringent EU 4 exhaust gas regulations which are not due to come into force until 2005. Engine & Transmission An abundance of power and high-tech features from the world of motorsport - these are the defining characteristics of the V8 engine in the Mercedes-Benz SLR McLaren. Which means that the first 8-cylinder to be completely developed by Mercedes-AMG fits perfectly into the high-performance concept of the new Gran Turismo. When developing the powerplant, the AMG engineers applied both the expertise they had acquired during their three-decade involvement in motorsport and the stringent standards of the Mercedes-Benz brand. After an extensive concept phase, they decided in favour of an 8-cylinder design with a 5.5-litre displacement, a cylinder angle of 90 degrees, a screw-type compressor and a crankshaft supported by five bearings. The result is impressive: from a mere 1500 rpm, the SLR powerplant delivers torque of over 600 Newtonmetres, rising to 700 Newtonmetres at 2000 rpm. The maximum of 780 Newtonmetres is available from 3250 rpm and remains constant in a broad engine speed range up to 5000 rpm. The supreme torque curve, coupled with the agile response of a sporty engine which never denies its high-performance character (it offers a peak output of 460 kW/626 hp at 6500 rpm - an extraordinarily high engine speed for this displacement size) speak a powerful language. As the figures indicate, the new SLR is endowed with what is currently one of the most powerful engines to be found in a series-produced roadgoing sports car. Power from screw-type compressor To ensure good cylinder charging, the engine has a mechanical compressor with two screw-type aluminium rotors which, in the interests of low friction losses, are Teflon-coated. The charger is so compact that the engine specialists were able to install it between the two cylinder banks of the V8 powerplant. Despite the space-saving design, its innovative technology allows a significantly higher charge pressure than conventional mechanical chargers because the two rotors achieve a top speed of around 23,000 revs per minute, forcing air into the air inlet of the 5.5-litre powerplant at a maximum pressure of 0.9 bar. This means that they compress around 1850 kilograms of air into the eight combustion chambers per hour - which is up to 30 percent more than the figure achieved by rival charging systems. In order to ensure the greatest possible efficiency, the AMG engineers created an intelligent engine management system which regulates the operation of the screw-type compressor according to the engine speed and load. This means that the charger is only active when it is needed. Nevertheless, the system ensures that the maximum output is available as soon as the driver calls it up by stepping on the accelerator. When this occurs, the electronics of the engine management system trigger an electromagnetic coupling which immediately activates the compressor, which is powered by a separate poly-V-belt. Because the charger de-livers its output in fractions of a second, even the most perceptive driver will not notice the phases without charger support. The charger system's air recirculation flap, opened under partial load, helps reduce fuel consumption. Two charge-air coolers with separate water circuit In addition to the compressor, the electronics also monitor all other variables relevant to the engine - both the powertrain management for the pedal-dependent drive characteristics and the implementation of spontaneous transmission or ESP interventions. They also ensure optimum control of the water circuit for the charge-air cooling system, as efficient charge-air cooling is essential where high output is concerned. This is because cold air is denser than warm and also con-tains significantly more oxygen for combustion. In the Mercedes-Benz SLR McLaren's V8 engine, two separate charge-air coolers are responsible for this key task - one per cylinder. This ensures that loss of pressure is very low. The highly effective engine-based charge-air coolers operate along the lines of an air/water heat exchanger: the air, compressed and hence warmed by the compressor, is cooled via a separate water circuit - making the process independent of the temperature outside. This means that the 8-cylinder can deliver its maxi-mum output and torque spontaneously at any time. The high performance figures of the 8-cylinder engine in the new SLR, however, not only demand good cooling of the combustion air but also result in an overall increase in engine cooling requirements. The engineers met this need by incorporating generous cooling air inlets and outlets and a powerful 850-Watt suction-type fan. Crankcase with dry sump lubrication The Mercedes-AMG GmbH engineers also applied their extensive experience in the world of motorsport and in the design of high-performance engines to other details of the SLR powerplant. The entire engine housing, for example, and the lower section of the closed crankcase are cast in aluminium. Each crankshaft is finely balanced and is supported by five bearings made from durable plastic, allowing long-term transfer of the impressive forces from the compressor engine. The pistons are forged and are therefore only manufactured in minimal numbers. Like the forged lightweight conrods, they are precisely measured and weighed and allocated to the individual engines in such a way as to produce minimal balancing tolerances. The pistons move in highly robust, wear-resistant and friction-optimised walls made from a special compound which is otherwise only used in motor racing. Dual oil injection effectively cools the pistons. The design of the powerplant's oil cooling system is also based on experience gathered in the world of motor racing: a sophisticated dry sump lubrication system with an oil capacity of around eleven litres, combined with a five-stage oil suction pump and a two-stage oil pressure pump, ensures reliable lubrication under all on-road conditions. An important side effect of this technology is that, because of the dry sump lubrication, usually only used in motor racing vehicles, the engine is less tall and can therefore be installed at a lower level, allowing a low centre of gravity which benefits dynamic handling. Following the usual practice at Mercedes-AMG, each SLR engine is manufactured by hand. In order to achieve the highest quality, the principle of 'one man, one engine' is applied. This means that each powerplant is the responsibility of one AMG engineer, who carries out the entire engine assembly process - from installing the crankshaft in the engine block and assembling the camshafts and the compressor to cabling. Manual transmission program for racing car-style shift times The five-speed automatic transmission, developed by Mercedes-Benz and already successfully used in several exceptionally powerful models, is also designed for high performance. It has been specially optimised for very high torque and also offers the driver the option of choosing between different shift characteristics. The transmission transmits the engine power via a finely balanced aluminium and steel powertrain to the differential and the rear axle. The Speedshift system, developed by Mercedes-AMG for particularly sporty driving, offers even more functions in the new SLR. The driver can decide, for example, whether to leave the shift work to the automatic transmission or to shift gears manually. He or she can also select the shift speed, determining how sporty the gearshifts are. A rotary switch in the centre console offers a choice of three settings: Manual, Comfort and Sport. The activated programme is indicated in the instrument cluster display by the letters M, C or S. Comfort and Sport are automatic shift programs which, as the names indicate, place the emphasis either on comfort or on a more sporty drive. In Manual mode, on the other hand, the driver can select the five gears either using the but-tons on the steering wheel or using the Touchshift function on the selector lever. When Manual is selected, he or she also has the option of choosing between three shift stages for a sportier driving style: Stage I = Sport Stage II = SuperSport Stage III = Race In the sequence indicated here, the response, reaction and closing times of the couplings in the automatic transmission, and hence the shift processes themselves, become increasingly shorter. Bodyshell When it comes to body and safety technology the new Mercedes-Benz SLR McLaren yet again lives up to its reputation as an innovative force among today's Gran Turismos. High-tech materials from the field of aeronautical technology make their debut in a series-produced car here: carbon fibre is used for manufacturing the body, lending it its low weight and an exemplary rigidity and strength previously only achieved in Formula 1 race cars. The crash safety standards achieved using this innovative material are equally high. Carbon fibre has been used to great effect in the aeronautical industry for some time. The rudder unit, vertical rudder, landing flaps and other parts of most airbuses are made from this material, in the development and series use of which the scientists at DaimlerChrysler Research played a significant role. Their expertise and the extensive experience of the Mercedes-Benz and McLaren experts in the field of race car design can now, for the first time, be seen in a series-produced car: the entire bodyshell and the doors and bonnet of the SLR are made from cor-rosion-resistant carbon fibre composite. While offering the same strength as their steel or aluminium counterparts, carbon fibre components weigh up to 50 percent less than comparable steel components and up to 30 percent less than aluminium components. This makes carbon fibre composite the material of choice for manufacturing high-performance cars, because lower weight not only means lower fuel consumption but also outstanding transfer of power to the road. The lower the mass to be accelerated and braked, the better the agility. In fact, thanks to the extensive use of carbon fibre composites, the primary structure of the Mercedes-Benz SLR McLaren is around 30 percent lighter than the conventional steel construction of a comparable front mid-engined vehicle. Carbon fibre composite offers significantly higher energy absorption On top of this, the state-of-the-art lightweight material is also characterised by very good energy absorption. The figures here for carbon fibre composites are around four to five times higher than those for metal materials. Formula 1 constructors have been exploiting this quality for several years, manufacturing the crash structure of their race cars from carbon fibre composite. The result has been a significant fall in the number of serious injuries incurred in high-speed accidents in this top motorsportdiscipline. The monocoque - or, to put it another way, the passenger cell - of the new Mercedes-Benz SLR McLaren is also made entirely from this high-tech material. In the event of a head-on, side-on or rearend collision, it offers the passengers a highly rigid and hence safe survival zone. Carbon fibre crash elements in the front structure The innovative fibre composite demonstrates its safety advantages particularly impressively in the front structure of the SLR bodyshell. Here two conical carbon fibre composite elements, each approximately 620 millimetres in length and weighing just 3.4 kilograms, are enough to absorb the full energy of the crash in a defined frontal collision without exceeding tolerable deceleration values for the passengers. The carbon fibre composite members are bolted onto the aluminium structure of the engine mounts; at the front they are connected to the remaining bodyshell structure by means of a cross member and a horizontal sandwich panel made from carbon fibre composite. This makes the SLR the world's first series-produced car to have a front crash structure manufactured entirely from carbon fibre. In a collision, the fibres of the carbon fibre composite elements shred from front to rear, absorbing the energy of the impact with constant deceleration. Thanks to this steady deformation behaviour, the energy absorption of the carbon fibre longitudinal members can be tuned to meet specific requirements. The engineers achieve this, for example, by creating a constantly changing cross-sectional area for the components. This fine tuning means that the deceleration values result not only in predictable energy absorption behaviour but also in a weight advantage, because this design uses only as much material as is actually needed. Four-year development of carbon fibre composite longitudinal members The two conical longitudinal members of the front crash structure are made up of a main body and an internal web - a basic configuration which proved to be the most successful during the four-year development of this SLR component. The aim of the engineers from the Advanced Design department at the Mercedes-Benz Technology Centre in Sindelfingen and of DaimlerChrysler Research was not only to develop longitudinal members which offered an unprecedented degree of passive safety, high rigidity, tremendous strength and as low a weight as possible, but also to draw up manufacturing concepts which involved a high degree of automation to enable series production. In doing so, the experts entered uncharted technological territory. In the early development phase they had succeeded for the first time in using a specially developed algorithm to carry out dynamic crash calculations for carbon fibre composites. The sophisticated computer simulations were crucial when it came to optimising the design of the longitudinal members for the front crash structure. In a parallel operation, materials experts tested the calculated findings in practice using models which they exposed to precisely defined stresses in drop tests. As a result of this process, the exemplary deceleration and deformation behaviour of the carbon fibre composite longitudinal members in the front structure of the new Mercedes-Benz SLR McLaren was gradually defined. The first automated production of carbon fibre composite components To date, carbon fibre composite components for racing cars and for the aeronautical and space industries have been manufactured by hand - a time-consuming process. The challenge for the Mercedes engineers was to use their experience in this field to develop automated methods of series production. To do this they divided the manufacturing process into separate stages, manufacturing of the preform being followed by impregnation with resin and hardening. In order to allow extensive automation of the preform manufacturing process (the preform also being made from carbon fibre), the materials experts at Mercedes-Benz cast a glance at the work of their colleagues in the textile industry and adapted traditional manufacturing methods used in this sector, such as sewing, knitting, weaving and braiding, for the processing of high-performance carbon fibres. To take an example, the web of the SLR's longitudinal members is formed from several layers of carbon fibre placed on top of one another and sewed together by machine. Once the piece has been cut to shape and the ends folded up to form a double T profile, the web blank is inserted in a polystyrene braiding core. This core element is clamped into a specially developed braiding machine, which braids together the longitudinal members from 25,000 extremely fine, individual carbon filaments, these being unwound simultaneously from 48 reels. This technology allows the fibre material to be braided around the core at a precisely cal-culated angle to create the required contour. Several layers are even laid on top of one another in certain areas, depending on the required thickness. An innovative method was developed for this process too. In a further manufacturing process, a computer-controlled tufting machine joins the inner web to the braid of the longitudinal member. The braid core is removed and the preform of the longitudinal member is cut to the correct size. The preform is then injected with resin. Several, now patented, solutions had to be developed and tested in order to ensure short cycle times and high repeat precision for this manufacturing process - crucial qualities in series production. The manufacture of the complex fibre struc-ture of the longitudinal members using a braiding machine requires a cycle time of just twelve minutes, which illustrates the unit potential that this innovative manufacturing technology offers. Suspension Highly developed motor racing technology, high-performance control systems and cutting-edge materials - a unique combination which propels the Mercedes-Benz SLR McLaren into a new dimension in sports car dynamics, helping it to achieve top figures in three key areas: agility, active safety and comfort. In the process, the SLR suspension meets every criteria a discerning car driver would expect to find in a Gran Turismo with a Mercedes star. The axle design bears the signature of experienced racing car developers, with double wishbone suspension at the front and rear. The lower struts are arranged so that, as the springs compress and when cornering at speed, the wheels have a negative camber. This ensures the best possible contact with the road in every situation. At the same time the axle technology prevents the front of the car from diving when braking heavily and the rear from diving when accelerating. Aluminium was the key material for the developers of the new Mercedes-Benz SLR McLaren's suspension. The wishbones are made from forged aluminium, while the wheel mounts are cast in aluminium. In addition to a whole series of other advantages over conventional steel designs, the lightweight nature of the material allows the suspension to react significantly faster and to respond more sensitively. The relatively long wheelbase (at 2700 millimetres) also contributes to the SLR's exemplary handling and makes itself noticed above all in the car's exemplary directional stability, while the large track width, combined with the low centre of gravity, allows high cornering speeds. Springing/damping combinations at the front and rear axle and an anti-roll bar at the front complete the suspension structure. The anti-roll bar is positioned above the front axle and - as in Formula 1 - is controlled via rocker arms. This means that it does not take up any installation space which could impair the smooth line of the underbody a vital factor when it comes to the sports car's outstanding aerodynamic properties. The speed-sensitive rack-and-pinion power steering also corresponds with the in-telligent lightweight concept. In comparison with other steering systems, this design is characterised by a significantly lower weight. Thanks to its low installation position in front of the engine and the gear ratio of 12.6, the steering system re-sponds directly to the driver's commands and carries them out with high precision. The three-spoke steering wheel has a diameter of 380 millimetres and is fitted with an electric motor which allows it to be positioned to suit the individual driver. It can be adjusted by 60 millimetres for reach, and the height of the steering wheel can be varied by 2.7 degrees SBC and ESP The electrohydraulic braking system, Sensotronic Brake Control, a milestone in car technology, forms part of the standard equipment of the Mercedes-Benz SLR McLaren. It processes data from various sensors regarding the current status of the vehicle and can use this to calculate and apportion the optimum brake pressure for each wheel at lightning speed. A high-pressure accumulator holds the brake fluid, which flows into the system at a pressure of 140 to 160 bar. This also optimises the function of the Electronic Stability Program (ESP), which keeps the SLR safely on track by applying targeted brake impulses to the individual wheels and/or reducing the engine torque. Here too SBC offers the advantage of higher dynamism and precision: thanks to even faster and even more finely metered brake impulses from the SBC high-pressure accumulator, ESP can stabilise a swerving vehicle comfortably at an early stage. The coordination of this system with the Electronic Stability Program (ESP) was a particular challenge for the engineers of the high-performance sports car. Their aim was to adapt the dynamic handling control system to the vehicle's distinctly sporty performance yet maintain the usual safety standards, achieving an ideal compromise between outstanding dynamic handling and exemplary directional stability. Here too SBC demonstrated its strengths, being able to deliver adequate braking power at lightning speed in every on-road situation, thanks to its sophisticated sensors and the high-pressure accumulator, making a key contribution to the precision handling of the SLR. It was therefore possible to allow a very sporty driving style with controlled side-slip angles in keeping with the character of the high-performance car without compromising active safety. On top of this, SBC significantly enhances active safety in critical situations. Ceramic brake discs for top performance Mercedes-Benz has optimised the outstanding properties of the Sensotronic Brake Control system in the new SLR with a braking system which also marks a technological high-point in a high-performance car: at the front and rear axle of the cutting-edge swing-wing door vehicle, brake discs made from fibre-reinforced ceramic ensure reliable deceleration. Their development is based on the one hand on the results of DaimlerChrysler materials research and on the other on Mercedes-AMG's experience of high-tech brakes in touring cars and GT sport. Here Mercedes-Benz yet again underlines its leading role in the development of groundbreaking technologies for car production. In manufacturing the brake discs, the carbon fibre, powdered carbon and resin are pressed into shape at high pressure and baked with a silicon infiltration at temperatures of around 1500 Celsius to form the ceramic. The advantages of this composite material are considerable: in addition to being characterised by an extremely sensitive response, the Mercedes-Benz SLR McLaren's brake discs demonstrate a high temperature-resistance of up to 1000 Celsius, which produces a fade-resistance when braking at high speed never before achieved in a series-produced car. The result is brake power of up to 2000 hp. Adaptable rear spoiler as airbrake The outstanding performance of the SLR is also aided by the adaptable spoiler - known as the airbrake - in the boot lid. If the driver steps heavily on the brake pedal, the rear spoiler rises to an angle of 65 degrees, boosting the braking effect by producing greater aerodynamic drag. When braking from high speeds, it lends the SLR outstanding stability. In most situations the electronics control the airbrake as required. However, the driver can also opt to take control of the adjustments using the switch in the centre console, manually Story by DaimlerChrysler, edit by Supercars.net.
  20. http://www.supercars.net/PicFetch?pic=2004_mercedes-benz_slr_mclaren-1.jpg http://www.supercars.net/PicFetch?pic=2004_mercedes-benz_slr_mclaren-2.jpg http://www.supercars.net/PicFetch?pic=2004_mercedes-benz_slr_mclaren-3.jpg The Mercedes-Benz SLR McLaren The new Mercedes-Benz SLR McLaren, which is set to celebrate its world premiere in autumn 2003, revives the glorious tradition of the SLR and marks the reawakening of Mercedes-Benz' passion for super sports cars. It is a passion which can be traced way back through automotive history and which was demon-strated with particular
  21. It has been confirmed that the new McLaren which was supposed to have made its debut at the start of the European season in April will now not be seen until the Italian Grand Prix at Monza in September. The car has been plagued by reliability problems and has failed a crash test but the principal reason for the new delay is the fact that the F1 circus is now going into a month-long period when testing is banned and so the new car cannot be developed. "Building this completely new car is a complex task," said Mercedes-Benz motorsport boss Norbert Haug. "The chances of the car being introduced this year are good, and the MP4/18 represents in any event a perfect basis for next year's car. It doesn't matter whether it's called MP4/18 or 19. We didn't squander any money. It's not a failed project, rather the project of the future. We will harvest the fruits of it. There's no disquiet or panic around here. We're right in the midst of the championship race. The old car has the potential to win races."
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    McLaren F1

    Some McLaren F1 videos to share.... http://www.mycarforum.com/show.cgi?do=show...pe=video;left=1
  23. The Monza F1 has just completed over the weekend and both Williams/McLaren were whitewashed. Montoya - DNF (suspension failure), Ralf - DNF (Engine blew up on the 5th lap) and Kimi - DNF ( engine blew up). Coulthard - missed out on points by coming in 7th. It's a Ferrari 1-2 for the 3rd consecutive race followed by, look at this, Irvine's Jaguar! After the great start by Ralf and Montoya, I thought that Monza might be their race. All this talk about the BMW POWER, with engines that revs up to 19000 rpm! How Monza's supposed to suit Williams with it's fast straights. The result was still a big zero. Montoya is the qualifying king (7 pole position ) but with no wins to his name this year. And those Michelins that's good for qualifying but cannot last the whole race. Williams and Michelin better go back to the drawing room and come back with a more reliable machine and better suited tyres next year or they are gonna be whitewashed again next season! And that's not gonna be good for F1! McLaren is on a slow and stready decline................... If they are not careful, Renault may beat them next year!
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