Sergio Perez (MEX) Sahara Force India F1 VJM10. Formula One Testing, Day 4, Thursday 2nd March 2017. Barcelona, Spain.
Sergio Pérez has said he already has good expectations for the first race of the season in Australia after a “positive week” of pre-season testing with Force India.
“I think we made a good step forward with understanding the VJM10 and finding the limit of the tyres,” the Mexican said at the end of the week. “I feel more confident in the car; I have learnt a huge amount and I think my preparation is going to plan.
“There is still a lot of work to be done, but I’m optimistic for Melbourne already.”
Pérez described his first day driving the VJM10 as one “of two halves”: after making steady progress through the team’s tyre and setup programme in the morning, he was forced by a broken exhaust to sit the afternoon session out.
Esteban Ocon (FRA) Sahara Force India F1 VJM10. Formula One Testing, Day 2, Tuesday 28th February 2017. Barcelona, Spain.
But on his return to the track on Thursday, Pérez enjoyed a trouble-free day and was able to log 82 laps of the Barcelona track, as well as set the sixth-fastest time of the day.
On the middle two days of the test, Pérez handed over the VJM10 to his new teammate Esteban Ocon and Force India’s development driver Alfonso Celis Jr.
Ocon, driving on day two, made a good start to his first season with Force India, exceeding the team’s lap target with 86 tours and completing the setup work leftover from day one.
“It’s very early days, of course, but the initial feelings are positive,” Ocon said of his day’s testing. “We found a good direction for setting up the car…and I’m satisfied with the number of laps we covered.”
The Frenchman also said that the new generation of F1 cars are “proper beasts”, remarking on their increased cornering speeds as “a good step forward” for the sport.
Chief race engineer Tom McCullough said that the team’s “incredible efforts” over the week have left Force India confident about the season ahead, especially after Celis Jr. added another 71 laps to the team’s tally on his day behind the wheel:
“I’m pleased we managed to exceed our target lap count and accrued so much data because the learning curve is so steep in these early days. We have been able to build up good mileage and iron out some of the inevitable teething problems that you get with a new car.
“We are confident we have made some important steps forward…and we are looking forward to next week’s test, when we will focus more on performance and race simulations.”
Alfonso Celis Jr (MEX) Sahara Force India F1 VJM10 Development Driver. Formula One Testing, Day 3, Wednesday 1st March 2017. Barcelona, Spain.
James Matthews, Editor-at-Large
Images courtesy of Sahara Force India Formula One Team
The Haas F1 team has made good progress in the first round of pre-season testing, according to team principal Gunther Steiner.
The team’s second-ever F1 car, the VF-17, made its track debut on Monday at the hands of new recruit Kevin Magnussen, who recorded the fourth fastest time of the day at a little over a second behind Lewis Hamilton’s benchmark 1:21.765s.
His programme was hampered by a return of the brake troubles that plagued Haas in 2016, but Magnussen insisted the interruptions were just “typical baby problems”, and added that his first taste of the team’s 2017 challenger was an experience he “enjoyed a lot”.
Returning to the wheel on the following day, the Dane on supersofts lowered his best lap time to 1:22.204s, once again enough for fourth on the timesheets. This was set en route to amassing a total of 118 laps of the Circuit de Barcelona-Catalunya—the most of any driver.
Circuit de Barcelona Catalunya, Barcelona, Spain. Tuesday 28 February 2017. World Copyright: Sam Bloxham/LAT Images ref: Digital Image _SLB9550
Romain Grosjean then took charge of the VF-17 for the remaining two days. As with Magnussen, Grosjean’s first session on track was disrupted by a series of electrical and setup issues, and he ended Wednesday with just 56 laps under his belt.
But on the final day of testing, the Frenchman was able to match his teammate’s Tuesday best by finishing fourth fastest on a 1:22.309s and at the top of the lap count.
At the conclusion of the week’s sessions, team principal Gunther Steiner remarked upon the progress Haas has made since last year and distance the VF-17 was able to cover in Barcelona: “Compared with last year, [reliability has] been a lot better. We know a lot more about the car than we did four days ago. Now we can make the next step and hone it out, make it better.”
Steiner also praised the work of partner Ferrari, hailing the “fantastic job” done by the Scuderia on its 2017 power unit.
Circuit de Barcelona Catalunya, Barcelona, Spain. Wednesday 01 March 2017. World Copyright: Steven Tee/LAT Images ref: Digital Image _R3I6340
Haas returns for the second week of pre-season testing on Tuesday, with Magnussen driving on days one and three, and Grosjean on days two and four.
Circuit de Barcelona Catalunya, Barcelona, Spain. Wednesday 01 March 2017. World Copyright: Glenn Dunbar/LAT Images ref: Digital Image _31I2364
The Red Bull RB13 was unveiled this week and much attention has been made of what the new cars will look like due to the new regulations.
“The RB13 is the prettiest car we have designed and made because the geometry of the car and the new regulations means the proportions look right. It looks mean and it looks fast. Its that aid old adage it if looks right then it tends to go alright,” said Christian Horner.
“What excites us most about 2017 is the opportunities the new regulations give us. That’s going to push every department, in the whole team to try and outwit, outsmart, outdevelop, outproduce our rivals and that is going to be a stellar challenge in formula one this year.”
Red Bull have plenty of reasons to be confident this season. Their drivers’ Max Verstappen and Daniel Ricciardo have showed in 2016 that they have the ability and drive to challenge Mercedes in 2017.
“I think us as a team can build, learn and take a lot from 2016. We really set ourselves up well to continue in the trend we did. We are looking strong and good everyone is in the right mind-set right now and that hunger is back,” Ricciardo said.
On the first day of testing, Red Bull had a testing problem which limited their time on the Circuit-de Barcelona-Catalunya, Head of Race Engineering Guillaume Rocquelin remarked: “Obviously we lost quite a bit of time today, which was frustrating. That was largely a function of the issues we had – a sensor problem this morning and then a problem with the energy store later on.
“We lost quite a bit of time today, which was frustrating. That was largely a function of the issues we had – a sensor problem this morning and then a problem with the energy store later on.”
1979 Spanish Grand Prix. Jarama, Spain. 27-29 April 1979. James Hunt (Wolf Ford). Ref-79 ESP 08. World Copyright – LAT Photographic
In this new series of feature articles of “Racing Heroes”, I look back at the idols I have admired throughout motor racing.
Before I go back in history to those drivers I watched, read about or idolised, I think back to the first ever season that made me fall in love with motor racing and my first ever racing hero.
(c) f1.wikia.com
It was the season that captured my imagination and gave birth to a lifelong love affair with racing. Two men, from two different backgrounds with contrasting personalities and styles.
The year was 1976 and as a fresh faced four year old my world changed as I saw two men battle for a championship. James Hunt and Niki Lauda. I remember, vaguely, asking who the posh man was being interviewed on the television and was told his name was James Hunt. I declared, as confident as any young child can, that I was going to support him and his team.
I’ve been a McLaren fan ever since.
James Hunt, the outspoken playboy champion who wore the distinctive black crash helmet decorated with bands of red, blue and yellow which depicted the colours of his childhood boarding school, Wellington College.
(c) gtspirit.com
James Simon Wallis Hunt, to give him his full name, was born on 29th August 1947 and made his Formula One debut at the 1973 Monaco Grand Prix, driving for the Hesketh team owned and financed by the eccentric British aristocrat, Lord Hesketh.
This team used a Rolls Royce as team transport and champagne would be available like tap water.
It was in 1975 when Hunt won his and Hesketh’s first race at the Dutch Grand Prix. The following season he would win the world championship in a dramatic and well documented season. THAT battle with Niki Lauda. He retired three years later.
Long before the film ‘Rush’, I had read of the initial hostile relationship between Hunt and Lauda, which over time blossomed into a strong friendship. Lauda would go on record and tell Hunt’s son how much he loved his father.
(c) formula1.com
That was the mark of the man, because men wanted to be James Hunt and women wanted to be with him. I was four years old, I had no understanding of what a ‘playboy’ was. All I knew was that I found watching this well spoken racing driver exciting. He had a determination, a will to win and above all he just wanted to race, as fast as he could. He just bloody well raced, every second of every lap.
James Hunt sadly left this world in 1993, his will allocated funds for his closest friends to enjoy one last party.
There are those in some quarters who do not hold James Hunt in their top five or even top ten of racing drivers. To me, he was my first racing hero, along with Niki Lauda also, but there was something about James that just made me smile. Yes, he was wild and had a tendency to do impulsive things, but on the race track he excited me.
(c) wikipedia.org
They both hold a special place in my heart for what they introduced me to in 1976, the world of motor racing.
Since then I have gone back in history and found other heroes in racing as well as those who followed that 1976 season, but James Hunt was my first racing idol and for that James Simon Wallis Hunt, 1976 Formula One World Champion, I thank you.
2017 Silver Arrows Collateral Day Photography – Steve Etherington
As new eras in Formula One go, the 2017 season didn’t look all that different from its predecessors when it got underway in Barcelona today.
Right from the off, new Mercedes signing Valtteri Bottas made it clear the Silver Arrows would not be caught napping this year, as he piloted his new W08 to a total of 79 laps and respectable sixth-fastest time of 1:23.169s.
Nor were things any different when the Finn handed his car over to Lewis Hamilton in the afternoon. As the track conditions improved, Hamilton brought Mercedes’ total lap count up to 152 and clocked a 1:21.765s lap—the eventual benchmark of the day, and a full second faster than the best time of last year’s entire testing season.
If that sounds like gloomy news for Mercedes’ rivals, it should be—from the outside, it looks as though nothing has changed for the defending champions.
But there were promising signs from Ferrari, even if they didn’t top the timesheets as they did last year. All in all, the first impressions of the SF70-H are that it is a much less finicky machine than last year’s Prancing Horse, judging by Sebastian Vettel’s 122 laps and the mere tenth of a second separating him from Hamilton’s standard—even more noteworthy considering Vettel’s time was set on harder tyres.
Also impressive was Williams, with Felipe Massa eschewing retirement in some fashion to finish the day third fastest and just three tenths off the pace.
But on the other end of the scale, Monday was a trying start to the season for Red Bull and McLaren. Daniel Ricciardo’s morning was blighted by sensor and battery issues with his RB13 that limited him to just four laps before lunch, whereas Fernando Alonso lost almost the entire morning to a problem with his Honda engine’s oil system.
Sergio Pérez also had his running hampered when his VJM10’s exhaust broke in the afternoon, and finished just seventh fastest with 39 laps on the board. Behind him, fellow midfielders Toro Rosso, Renault and Sauber lined up more or less as they had in 2016—although Kevin Magnussen punched above his weight in his first outing for Haas, with a late run on softs lifting the Dane up to fourth.
With every car on this year’s grid having now broken cover, James Matthews looks over the main talking points of F1’s launch season, and compares the motley display of design ideas thrown up by the new 2017 regulations.
2017 Silver Arrows Collateral Day Photography – Steve Etherington
The front end
With an angled front wing and extended nose section to contend with, many of the teams’ more obvious solutions to the 2017 regulations have been focused around the front end of the car.
The thumb-tip noses that have proved popular over the last few years have returned, as maximising airflow around the low front end remains an issue under the new regulations—only Mercedes and Toro Rosso have opted for a traditional rounded nose.
Most teams haven’t done much to alter this thumb nose design from previous years, although Force India has taken a unique approach. Based on the “cobra” slits of the VJM10’s predecessors, the new design (below) opens up the bottom of the nose—creating a long appendage reminiscent of the 2014 McLaren—allowing more air to pass between the front wing pillars and be funnelled back towards the turning vanes and bargeboards.
But that’s not the only novel feature on the new Force India: it also sports a somewhat unsightly bump where the nose joins the rest of the chassis. Although this steep transition has already drawn unflattering comparisons to the step noses of 2012, the team has insisted it is not without reason, as it allows for higher mounting of the front suspension rockers and thus could result in mechanical gains.
Sahara Force India F1 VJM10 front wing. Sahara Force India F1 VJM10 Launch, Wednesday 22nd February 2017. Silverstone, England.
This nose design also means Force India joins Sauber and Haas in opting not to utilise an S-duct. The system—which takes air passing beneath the nose and redirects it up through the bulkhead and out over the chassis again—was introduced by Mercedes last year to combat an issue that arose from the new low noses, in which air moving over the front of the car was disturbed by the steep angle of the nose and lost before it could reach the topside of the chassis.
With the 200mm extension to the nose of the car allowing for greater exploration of initial airflow, it’s no surprise to see teams like Ferrari, McLaren and Renault incorporating the S-duct into their respective bids to climb up the grid this season.
But alongside the S-duct, those three teams have also employed extended front wing support pillars to direct yet more air around and beneath the front of the car, in a similar vein to the nose vents on the VJM10. It’s clear from the differing designs that this is an area ripe for development: the McLaren MCL32 currently has a series of slats along its pillar wings, whilst Renault and Ferrari have opted for a smoother, sculpted philosophy.
The back end
One of the most striking by-products of the 2017 regulations has been the return of the engine cover shark-fins last seen in 2010, needed once again to provide stability to the lower rear wing and downforce through the corners.
Just as with the front, there has so far been no one consensus on how best to tackle the challenges of this newly-profiled rear. The fins displayed by McLaren and Williams, for example, are large and sail-like, whereas Sauber and several others have chosen to reduce theirs in size by virtue of a inward-curving rear edge—a compromise, it seems, between having the most effective fin for the smallest price in weight.
Ferrari’s SF70-H features a distinct alternative of its own. A full-size fin is present, but it is also adorned with a T-wing, a horizontal bar placed parallel to the rear wing to maximise the airflow directed over the rear of the car. The Mercedes W08 unveiled at Silverstone also appeared to be aiming down this route—albeit with the T-wing mounted on a standalone pillar rather than atop a fin—although the team has said it will trial a more conventional shark fin in Barcelona before making a final decision on this area of the car.
The sides
With the 2017 generation of cars being wider as well as longer than before, airflow around their sides has thrown up just as many challenges for the teams as around the front and rear—and once again, the launch-spec cars seen so far have shown a variety of different answers.
As per the new regulations, teams have been allowed to widen their sidepod air inlets by 100mm per side, and the majority have taken up this option to one extent or another. Mercedes and Ferrari have exploited this allowance to the extreme with air inlets that extend almost to the very edge of the wider floor, whilst attempting to offset the resulting drag by making the inlets incredibly shallow, and carrying out heavy sculpting on the lower face and edge of the sidepods themselves.
By contrast, teams such as Sauber and Haas have instead maintained or even decreased the size of their sidepod inlets, foregoing any gains to be made for the sidepods’ internal systems in exchange for less drag. At least for now, there has been a clear pattern of the customer teams’ inlet designs being more conservative than their works rivals—expect them to become more experimental in this area after testing, once they have a clearer sense of their respective power units’ cooling demands.
Also slated for rapid development early in the season are the bargeboards, which have been increased in size and thus importance by the 2017 revamp. By and large, the teams have launched their cars with watered-down bargeboards to prevent their competitors poaching any innovations prior to testing, but the factory teams have nonetheless laid down the gauntlet in terms of complexity here.
The Mercedes W08 especially has given insight into the attention that will be paid to developing this part of the car in 2017. With numerous slats, serrations and fins dressing up the bargeboards themselves, and not to mention the array of further fins and winglets set up alongside them, the level of detail present on the Silver Arrows’ supposedly toned-down launch car must be ominous for the likes of Red Bull and Ferrari
But even here, there is still apparently room for debate on the best way forward. Where the W08 looks to have already undergone half a season of focused development, the challengers released by Red Bull, Toro Rosso and McLaren look spartan by comparison.
On display here, it seems, is the ‘clean lines’ mantra that has been a hallmark of Red Bull’s past chassis success (the McLaren MCL32 being helmed by former Red Bull man Peter Prodromou), with the car set up as a single, cohesive aerodynamic structure, as opposed to being micro-managed by a raft of specialised elements.
Of course, with so many secrets for the teams to protect, the designs we have seen so far via renders and launch cars will be a far cry from what actually hits the track on Monday in Barcelona, and even then will undergo extensive revision before the first race of the season in Australia.
But nevertheless, even the most secretive of prototypes has shown us that F1 engineering is going to be a very diverse practice in 2017. With the new regulations creating up so many new boundaries to push and loopholes to exploit, success really could be anyone’s for the taking—all it takes is a little nerve to try something different.
Sauber signaled the start of what is purported to be a bold new era in F1, with the launch of the C36, their 2017 car.
The livery is striking to say the least and has resulted in more positivity around the Sauber pre-season than has been seen in previous seasons. The blue, white and gold colour combination has reminded many of an era gone by, which is fitting for the 25th year tribute car.
Marcus Ericsson, who has been entrusted with another year with the team, took the car out in sunny Barcelona for Sauber’s official filming day and was happy with the car’s handling.
What do we know?
c Sauber
The 2017 regulations necessitated several changes to the cars, the interpretation of the application of these changes, as expected differ from team to team.
Sauber have utilised the 2016 Abu Dhabi Ferrari power train and explain that the aim is to achieve maximum durability of the powertrain.
A surprise is the direction toward a reduction in weight despite the over weight limit being increased for 2017. Sauber have explained that the radiators, side pods and like have been designed to be as slim as possible.
The point of this you may ask? Simply put the wider tyres (25% wider than in 2016) and the larger front and rear wings could lead to much more drag. Sauber have worked on reducing the drag coefficient by slimming the C36 as much as reasonably possible.
The 4 cylinder engine revs up to 15 000 rpm with a single turbo in each vehicle.
Sauber, with the welcome addition of new sponsors and Longbow Finance, have built the C36 from scratch and will be keen on seeing how Ericsson and Anto Giovinazzi get on with the car in pre-season testing. Giovinazzi is standing in for Pascal Werhlein, the new addition to the Sauber team for 2017, replacing Felipe Nasr, injured his back at the Race of Champions.
If positivity could be turned into points, Sauber are already in the pound seats (pun intended) already. For the first time in 3 seasons, there is a palpable feeling that Sauber will spring a surprise or two as only Sauber can.
The Sahara Force India F1 VJM10. Sahara Force India F1 VJM10 Launch, Wednesday 22nd February 2017. Silverstone, England.
Press release From Force India reveals hopes for the new season.
Sahara Force India launched its 2017 season today offering fans and media their first look at the team’s new car, the VJM10. Silverstone circuit was the venue as Sergio Perez and Esteban Ocon pulled back the covers to reveal the team’s dynamic new look including an updated livery and expanded partner portfolio.
The VJM10’s new aerodynamic package is guaranteed to get heads turning, while the silver and orange livery retains the team’s traditional colours with a fresh twist. Branding from Johnnie Walker appears on the rear wing and top of chassis marking the start of a partnership with the whisky brand. Telecommunications brands Claro, Telcel and Infinitum continue their partnerships for a fourth season, while NEC branding remains on the engine cover.
(L to R): The helmets of Sergio Perez (MEX) Sahara Force India F1 and Esteban Ocon (FRA) Sahara Force India F1 Team. Sahara Force India F1 Team Studio Shoot, Monday 21st February 2017. Silverstone, England.
Motor oil brand, Quaker State, continues its relationship with the team, as does long-time partner, Kingfisher, with its logo positioned on the engine cover. The VJM10 headrests carry eye-catching Hype Energy branding, while the team’s newest partner, FXTM, takes up a position on the rear of the sidepod. The team also welcomes eyewear brand, LDNR, with its logo on the front wing end plate.
Team Principal, Dr Vijay Mallya, was the first to praise the VJM10: “I can’t remember being more excited ahead of a new season. The VJM10 looks aggressive and purposeful, and is the result of a huge effort behind the scenes over the last twelve months. We have big hopes for this car, which looks stunning in its new livery.”
With a complete overhaul of technical regulations, the VJM10 represents a clean sheet of paper in terms of design. “This year the cars are completely new and nothing can be carried over from previous years,” explained Chief Operating Officer, Otmar Szafnauer. “Although we have completely new aerodynamics on the VJM10, it’s fair to say that our aero philosophy is very similar to 2015 and 2016.”
(L to R): Sergio Perez (MEX) Sahara Force India F1 and team mate Esteban Ocon (FRA) Sahara Force India F1 Team with the Sahara Force India F1 VJM10. Sahara Force India F1 VJM10 Launch, Wednesday 22nd February 2017. Silverstone, England.
Technical Director, Andrew Green, explained how the team has relished the challenge presented by the new rules and expects huge scope for in-season development: “It’s definitely a big overhaul; one that requires a change in mentality. It took a bit of time to adjust at first, but we are there now and I am confident we know where to look and where the performance is coming from with this car. The development slope is incredibly steep and we are going to see significant updates to the cars at regular intervals, right from the start; it’s going to be big updates and I don’t think development will start to taper off any time soon.”
Vijay Mallya remained cautious on setting a target for the season, preferring to reserve judgement until the racing begins: “Simply repeating our performance level of 2016 will be a big task in itself. I don’t want to set goals or targets other than to say that we intend to maintain the momentum we have built up in recent years and carry it into the new season. There are too many unknowns to say more than this.”
(L to R): Esteban Ocon (FRA) Sahara Force India F1 Team with team mate Sergio Perez (MEX) Sahara Force India F1. Sahara Force India F1 Team Studio Shoot, Monday 21st February 2017. Silverstone, England.
Q&A with Esteban Ocon
Esteban, you’re entering your first full season of Formula One – share your emotions.
“I’m very excited ahead of the season and the beginning of this new era of Formula One. The winter has gone massively quickly and the whole team has been working very hard to help me prepare for this new chapter. There is so much to take in and learn, and lots of new people to meet, but I’m feeling at home already. The main emotion is simply one of excitement and anticipation.”
What are your first impressions of working with this team? What makes Force India special?
“I would say two words: atmosphere and motivation – that’s what stands out about this team. It really feels like a family and everybody is motivated to deliver the best possible car and great results. I’m really impressed by the feeling inside the factory.”
How steep will your learning curve be in 2017?
“You can always learn more. Even if you have started 100 races, you can still improve. I think the nine races I did last year have helped me to discover some of the main challenges you face as a Formula One driver. I’ve learned where you need to put your focus and energy. I don’t feel like a rookie anymore and this team needs me to be on the pace straight away and getting strong results. I feel ready for this opportunity.”
What were the main jobs over the winter?
“The seat fit was the main priority and being comfortable in the car is very important because the new cars will be even more physical to drive compared to last year. I’ve done lots of simulator sessions, too, and spent time with my engineering team.”
Tell us how intense your fitness regime has been over the last few months
“I’ve been taking my fitness very seriously because the cars are going to be so much quicker this year. Instead of a two-week training camp, I’ve already done two full months at altitude in the Pyrenees. The training has been very high intensity and I’ve focussed on gaining some weight to help my strength. I’ve also done visualisation and reaction work because quicker cars mean you need to make decisions faster.”
What can we expect from the 2017 cars in terms of their physicality?
“You will feel the extra force of the cars all over your body, not just in your neck. For example, the braking pressure to stop the car will be much higher so you need the strength in your legs. The g-force will increase everywhere – under braking and in corners – so it’s going to be a more physical experience.”
What about your new teammate Sergio? How are you getting along together?
“I don’t know him very well yet, but we spoke a few times towards the end of last year during the drivers’ parades. We spoke about this team and why he wanted to stay here. He’s a great guy and I look forward to learning from him because he is an excellent driver who has achieved some awesome things with this team.”
What are your goals for this season?
“I’ve got to aim to score points at every race. That’s the level of this team and I will be disappointed if we don’t start the season with some good results. I know it’s not going to be easy and all the teams around us are going to be strong, but we’ve got to aim high. The first goal is to make the most of testing and develop the car in the best direction. After two weeks in Barcelona we will hopefully have a better idea of what to expect in Melbourne.”
Q&A with Sergio Perez
It’s almost three months since you were last in an F1 car – you must be ready to get back behind the wheel?
“I’m really excited and looking forward to seeing this year’s cars. The new rules represent a massive change for everyone in the team and for me as a driver. After the long winter and preparation at the factory, you simply want to get out on track and experience your new car.”
How did you spend the off-season?
“It’s been a mixture of relaxation and lots of training. It was nice to go home to Mexico and see my friends and family because it’s not something I can do often during the racing season. Also, this year my training schedule has been much busier because I need to be ready for the massive physical challenge of the 2017 cars.
Have you done anything different this winter on the fitness front?
“I’ve not really changed that much, but just spent more time doing the same things. Normally I would spend the month before testing doing intensive training, but this year I’ve been working really hard for two and a half months. I’ve been training in the hot weather too.”
What will be the biggest change compared to last year?
“It’s going to be the energy and force you feel through the corners. It’s going to be much more physical with bigger lateral forces. Also, I expect less degradation with this year’s tyres so the rhythm of the races is going to be faster with less drop-off. I really hope that these new regulations will test us as drivers and put us under pressure. Formula One needs to expose who are the best drivers over two hours and I think the new rules are taking us in this direction.”
How are you getting on with your new teammate Esteban?
“I don’t know Esteban that well yet, but he seems very friendly. I’ve always got on well with my teammates and my relationship with Nico [Hulkenberg] was very open so I think it will be the same with Esteban. I hope we can push each other hard because it’s important to have somebody next to you who can really challenge you. That’s what the team needs too.”
This is your fourth season with Sahara Force India. You must know the team inside out by now?
“The time here has gone really quickly. We’ve had an incredible amount of success in the last three years and I want this fourth year to be even better. Knowing everybody makes a massive difference because you feel as though you are part of the family, which is especially important when you start working with a new set of regulations.”
What are your personal goals for the new season?
“My target is to improve on what we achieved last year, which will be a big challenge. I hope that we can be one of the surprises of the season and I even dream that we can achieve our first victory together. This is a pure racing team; everybody understands their role and we all work well together. That’s why I believe we can keep delivering in 2017
It was a fairly low key affair for a launch as the team revealed Ferrari’s challenge for a world title in 2017.
The garage door opened at Fiorano to reveal the SF70H, with Sebastian Vettel, Kimi Raikkonen, Maurizio Arrivabene and Mattia Binotto surrounding the car.
With 2017’s new rules set to make cars significantly quicker than in 2016, Ferrari have concentrated their development efforts on finding the right compromise between downforce and aerodynamic resistance, or drag, on the SF70H.
Its lengthened nose and arrow-shaped front wing are a consequence of the regulations, as is the obvious fin on the engine cover and the more complex aero appendages ahead of the air intakes on the sidepods, whose unusual shape was designed in harmony with the front crash structure.
Visible at the front is a duct that has an aerodynamic role, while behind the driver, the roll-hoop, which incorporates the engine air intake has been completely redesigned. Also updated is the suspension layout, which still retains a push rod design at the front with pull rods at the rear.
The hubs and wheel nuts have been redesigned to facilitate the work of the mechanics when changing wheels during the pit stops. Finally, also as a function of the expected increase in performance this year, the power-steering and braking systems have been upsized. Similar to the other cars revealed already, the SF70H featured a large sharkfin and a thumb-tip nose. Ferrari, like Mercedes, has also gone for a T-wing.
Power Unit
In contrast to the aerodynamics, when it comes to the power unit, there have been few changes to the regulations. The main one concerns the amount of fuel that can be used by each car during the race: with the predicted increase in performance, with a bigger percentage of each lap spent at full revs, the permitted amount of fuel has increased from 100 to 105 kg, although the flow rate is still fixed at 100 kg/hour.
Ferrari say the SF70H’s 062 engine is a definite step forward compared to its predecessor, when it comes to chasing performance. The layout of some of the mechanical components on the hybrid power unit has been revised, while other areas maintain a similar layout to the 2016 car.
Neil Simmons
Twitter: @world_racing
Photo Credits: (c) Ferrari
*please note parts of this article are taken from the Ferrari press release.
The lights dimmed and the MCL32 sat, under covers for the moment, waiting to reveal itself to the racing world. Simon Lazenby stepped out to address the gathered guests of McLaren and spoke fondly of the history surrounding the team.
Would the rumours of the orange livery be fulfilled?
The room became dark, the speakers boomed into life as snippets of past McLaren cars faded in and zipped out of focus, the excited tones of Murray Walker echoing around the centre to be replaced by the calm voice of Ayrton Senna.
The moment had arrived, the time was now.
Spinning majestically on a dark turntable the bright livery of the MCL32 was revealed for the first time and there was a collected gasp from McLaren fans around the world as the orange sparkled proudly under the studio lights.
Zak Brown strode proudly onto the stage and revealed that he had listened to those fans who wanted to see orange on the car, he understands the history of the team and he knows full well the passion of the fans who not only craved a hark back to a past full of glory but a history that is tinged with so many emotions.
The McLaren MCL32 was revealed to the world today and with it the hope that, finally, the past can become the present and the future can be as successful as the past.
Ladies and Gentlemen let me introduce you to McLaren’s challenger for 2017:
McLAREN-HONDA MCL32 TECHNICAL SPECIFICATION
CHASSIS
Monocoque
Carbon-fibre composite, incorporating driver controls and fuel cell
Safety structures
Cockpit survival cell incorporating impact resistant construction and anti-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 with 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 728kg (including driver, excluding fuel). Weight distribution between 45.3% and 46.3%
Electronics
McLaren Applied Technologies. Including chassis control, power unit control, data acquisition, sensors, data analysis and telemetry
Instruments
McLaren Applied Technologies dashboard
Greases & Fluids
Castrol grease and hydraulic oil
Brake system
Akebono brake calipers and master cylinders. Akebono ‘brake by wire’ rear brake control system. Carbon discs and pads
Steering
Power-assisted rack and pinion
Tyres
Pirelli P Zero
Race wheels
Enkei
Garage Radio
Kenwood
Paint
AkzoNobel Car Refinishes system using Sikkens products
Cooling Systems
Calsonic Kansei water and oil cooling
POWER UNIT
Type
HONDA RA617H
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
Cylinders
Six
Bank angle
90 degree vee angle
No of valves
24
Max speed
15,000 rpm
Max fuel flow rate
100 kg/hour (above 10,500 rpm)
Fuel consumption
105 kg ‘lights to flag’ regulated fuel capacity limit
Fuel injection
Direct injection, single injector per cylinder, 500 bar max
Pressure charging
Single-stage compressor and exhaust turbine, common shaft
Fuel & Lubricant
BP Castrol
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
TRANSMISSION
Gearbox
Carbon-fibre composite main case, longitudinally mounted
It was a fairly low key affair for a launch as the team revealed Ferrari’s challenge for a world title in 2017.
