Mclaren Mp4 29 Analysis Essay
Chassis: McLaren Racing Class: F1 2014 Engine: Mercedes Benz PU106A Fuel: Petrol Transmission:8 speed sequential Brakes: Carbon/Carbon 0 Weight: – Fuel Tank: ATL Year introduced: 2014
McLaren revealed images of its 2014 car just before the start of the Jerez Pre-season test. In a statement the team said: “We have responded to the disappointment of our 2013 season by pragmatically framing our approach to the technical challenge. The new MP4-29, 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.
And that is entirely as it should be: for this season will be Formula 1’s steepest-ever learning curve.
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.”
““We’ve never had such significant new regulations before; reacting to them, and managing those changes, while still pushing the performance limits, has been an extremely tough job” admits Jonathan Neale. “We’ve been relatively pragmatic about it. We know that the need for consistency initially outweighs the need for performance – the winter tests won’t be about chasing set-up or refining the car; the envelope of performance is likely to be so wide, and so relatively unknown, that the winter – and to some extent the opening races – will be about understanding the operational boundaries of the car as best we can. To achieve this, we need a consistent platform – one that responds positively to changes. Moreover, the work of the engineers and designers to understand and interpret trackside data will be more important than before. That’s because this year, more than ever, will come down to a development race: I don’t necessarily think you can expect the car that wins the opening race to be the car that leads the championship charge, something we’ve often seen in the past. No, it will be all about a team’s ability to react and respond. We already have an update package that we’re readying for race one, and we’re discovering new things in the ’tunnel, or in CFD, all the time. Once we start track testing, I think you’ll see an intense throughput of ideas and concepts – that’s the nitty-gritty that will win or lose the world championship.”
LAUNCH – TECHNICAL ANALYSIS
As McLaren did not stage a proper car launch as usual there were only a few images to work with ahead of the Jerez test. But they were still revealing none the less. Instantly noticeable on the car is the nose.
It is the strange shape that it is due to a new for 2014 regulation governing nose height.
The chassis around the driver’s legs and feet is also now significantly lower – due to a regulated drop in maximum height at the front bulkhead. Chassis nose-height is lowered even further, resulting in some novel structures at the front of the car in order to meet compliance. The area under the chassis is crucial from an aerodynamic perspective so it will be interesting to find out what lies beyond the nose structure. A small chin style feature can just be seen in the image above.
At the rear the suspension layout seems conventional, with a pullrod layout. The impact of the higher gearbox is also evident (a symptom of the engines having a higher crankshaft height). Note though that the driveshaft is not shrouded. This is clearly an area for more development.
A look at the rear suspension from above shows the length of the rear wishbone arms. Whilst it looks the rear wing is mounted to the wishbone directly that is an optical illusion, the wins is supported by a central pillar mounted onto an interesting semi circular feature above the transmission.
Not the design of the bake duct, very neat indeed, though unlikely to be used in competition we suspect. Also note the cut out in the floor in front of the rear wheel.
McLaren has dropped its pull-rod front suspension, used on the MP4-28 and has reverted to a conventional pushrod layout. The brake duct design is very interesting, note the ‘hammer’ turning vane.
As expected the sidepods on the car are much larger than in previous years due to the increased cooling demands of the new power units. The side pod turning vane seems a simplified version of what will be seen on the car when it reaches Melbourne for the first race of the year
The larger size of the sidepods is clear here, note the sculpting on the outer edge of the floor as well as the centreline cooling gills. More cooling is expected to appear on the MP4-29.
The rear wing of the MP4-29 features a number of carry over elements, such as the Ferrari style endplate strakes and the two ribs on the main plane.
The 2014 roll hoop (above) is very different in shape to the 2013 version (below) it is also possibly larger.
The MP4-29 has four exposed supporting legs, something seen on cars from Sauber (below) and Force India in the past. The 2013 McLaren only had two supports. It is a crucial area for teams to work on, the metal structures are mounted at the highest point on the car so weight reduction is very important.
TEST 01: JEREZ, SPAIN
McLaren did not get much (any?) running on the opening day of the test, but the dismantled state of the MP4-29 gave a very good look at the design of the rear brakes and upright.
At the rear of the car a new monkey seat winglet has appeared above the exhaust exit. It is mounted via a swan neck support from the semi circular part of the rear wing mounting. Note the slot in the leading edge of the rear wing endplate.
At the launch the rear suspension drew some some interest with length or the suspension arms. Overall the rear suspension design is a relatively conventional pull rod layout. Note the un-shrouded driveshaft.
It is not the overall rear suspension concept which has drawn so many comments at in the paddock at Jerez. Instead it is the butterfly like components which have already been nicknamed ‘Mushrooms’.
The exact purpose of the Mushrooms is not clear, at first glance it appears that they would merely induce drag, the exact opposite to what you want with 2014’s efficiency based formula. One theory is that they create a change in pressure that draws air either through the cooling system reducing drag, but that does not seem to fully stack up. The shape of the mushrooms seems to have very subtle curvature along the base and the rear face. The above image also show off the cluster of tiny winglets around the rear impact structure and rain lights.
The purpose of the mushrooms is clearly aerodynamic and related to the flow structures below the rear wing and above the diffuser. Both mushrooms appear to affixed to the upper part of the wishbone, but there is also a separate shroud over the wishbone with a curved leading edge.
The upper portion of the mushroom has a lip on the trailing edge and is clearly a more complex shape than is apparent from the rear. Perhaps in such a way that it does not reduce drag. The upper edge of the lip has a very subtle curve in it. Its colour and texture looks rather like it has been made on a rapid prototyping machine (3D printing to trendy people). The material used is very similar looking to the Windform materials produced by CRP Technology.
The McLaren was fitted with a neat sensor blister on its nose at Jerez for some runs, but on others carried substantial instrumentation.
Here you can see the car running with its adjustable height pitot tube array. Which can be adjusted whilst the car is in motion from various positions behind the front wheel allowing the team to correlate real air flows with both PIV in the wind tunnel and CFD results. Also present are twin pitot tubes rising from thew rear wing endplates.
A hot air extractor is fitted to the outer edge of the side pod inside a turning vane. Also note the turning vanes on top of the cars side pod.
Here we get a good look at the airflow of the underside of the McLaren rear wing as the flow vis dye has left its stream lines.
TEST 02: SAKHIR, BAHRAIN
McLaren made some changes to the rear of the car at the second test, including the addition of a gurney around the trailing edge of the engine cover (above and below). The underside of the ‘money seat’ winglet was additionally coated with a ceramic thermal barrier (hence the white colour) due to the effect of the hot exhaust gasses. This is probably the work of English company Zircotec which supplies most of the teams.
Just how hot the gasses out of the tailpipe are is clear from the shot below. The upper surface of the rear impact structure is clearly badly burnt. Most teams have the exhaust exit blowing onto the upper surface of the rear impact structure, the impact of this on its effectiveness is unknown. Note the shape of the ‘mushroom’ diffuser stalling devices.
The MP4-29 has three ducts in the roll hoop. The division in the main air box duct is clear to see (below) the upper portion is likely for cooling components at the rear of the car (like the transmission) whilst the lower portion is likely to feed the plenum with combustion air. A third duct, used for cooling, is situated behind the drivers helmet and under the main roll structure.
The controversial mushrooms had a new look at Bahrain (below), being made of carbon fibre. At Jerez with four elements attached to the rear suspension appeared to be made from rapid prototype material such as CRP’s Windform family. This suggests that the parts were a fairly late addition.
A fairly minor detail is also just visible in the picture above – enhanced below. Well thats not quite accurate the lack of the detail is what is evident.
What is missing is part of a heat shield on the tailpipe, in the image below, taken at Jerez the lower half of the pipe is clad in a heat shield material similar to that offered by SS Tube Technology, this is in common use in Formula 1 this year. The loss of this cladding is interesting, as McLaren clearly no longer feel the need to shield whatever lies beneath the tailpipe (the transmission?) from its radiant heat, or it has found another, unseen, solution.
Part of that solution could be below. The McLaren was fitted with new cooling gills on the final day of the test. These holes are curiously not considered holes in the eyes of the FIA. To meet the rules on openings each of the ‘holes’ is linked together by a hairline crack, too narrow to have an aerodynamic impact but wide enough for all seven openings (including the one for the wishbone movement) to be defined as a single hole.
TEST 03: SAKHIR, BAHRAIN
At the final test a new element was added to the front wing endplate (above), in both previous tests the end plate had been deceptively simple (below)
With the revisions to the front aero a number of flow visualisation runs were conducted with the area of focus obvious to see.
RACE 01: ALBERT PARK, MELBOURNE, AUSTRALIA
McLaren appear to be running a new paint job at the Australian Grand Prix
Sam Collins has worked for Racecar Engineering for more than a decade. His passion for racing began during his work experience in the loom shop of Williams F1 aged 16 and he has been involved in the sport ever since. Sam attended Oxford Brookes University to study Automotive Engineering and has written for many publications since, including Motorsport News and Autosport. He is Associate Editor of Racecar Engineering
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McLaren Mercedes reveals its 2014 challenger: the MP4-29
Ready for formula 1's steepest-ever learning curve: McLaren reveals ITS 2014 challenger – the MP4-29
2014: Formula 1 begins its reinvention
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.
MP4-29: a frozen snapshot of intense development
We have responded to the disappointment of our 2013 season by pragmatically framing our 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.
And that is entirely as it should be: for this season will be Formula 1's steepest-ever learning curve.
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.
Our drivers: the perfect blend of styles
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.
Powering the market with world-beating expertise
McLaren is leading the evolution of sports partnerships. The breadth of the McLaren Group's experience and expertise presents a wealth of opportunities for innovative technical integration with our partners, which can have an impact way beyond the racetrack.
Whether it be extensive engagement with ExxonMobil to develop new lubricant technology, which can help McLaren Mercedes cars on the grand prix circuit, and ultimately improve the efficiency of consumer cars; developing new lightweight coatings with AkzoNobel; or working closely with SAP to develop and implement innovative data analytics techniques, our work with partners goes way beyond what can be described as sports sponsorship.
Our strategic partnership with GSK is now also in its third year and is breaking new ground from manufacturing to pharmaceutical R&D.
Race technology is helping to improve the delivery of experimental trials into new medicines. Working with GSK we are using telemetry systems, which are inspired by the way we monitor our cars, to collect real-time data about the recovery of patients taking part in drug trials. These are at an early stage, but in future it's hoped that being able to take a constant stream of reliable information about a patient could significantly enhance the already robust process of drug evaluation.
Our commitment to innovation and creativity does not stop with technology projects, but extends to the implementation of marketing campaigns with and on behalf of our partners. Santander recently announced a renewal of their major eight-year partnership with us, and this reflects the continued impact that our creative marketing campaigns can have.
The depth of trust and respect we enjoy with our partners has allowed us to extend record-breaking relationships with the likes of Hugo Boss (33 years), TAG Heuer (29 years), Kenwood (24 years), ExxonMobil and Mercedes-Benz (20 years) and SAP (16 years), Johnnie Walker and Hilton (nine years).
JONATHAN NEALE - Managing director, McLaren Racing
Formula 1 in 2014 is all about managing change – how is McLaren going about that?
"We've never had such significant new regulations before; reacting to them, and managing those changes, while still pushing the performance limits, has been an extremely tough job.
"We've been relatively pragmatic about it. We know that the need for consistency initially outweighs the need for performance – the winter tests won't be about chasing set-up or refining the car; the envelope of performance is likely to be so wide, and so relatively unknown, that the winter – and to some extent the opening races – will be about understanding the operational boundaries of the car as best we can.
"To achieve this, we need a consistent platform – one that responds positively to changes. Moreover, the work of the engineers and designers to understand and interpret trackside data will be more important than before. That's because this year, more than ever, will come down to a development race: I don't necessarily think you can expect the car that wins the opening race to be the car that leads the championship charge, something we've often seen in the past.
"No, it will be all about a team's ability to react and respond. We already have an update package that we're readying for race one, and we're discovering new things in the 'tunnel, or in CFD, all the time. Once we start track testing, I think you'll see an intense throughput of ideas and concepts – that's the nitty-gritty that will win or lose the world championship."
There's a greater backdrop of change at McLaren, too, isn't there?
"A team with a fantastic heritage like McLaren is always faced with the challenge of continually winning races and championships. Equally, there's a responsibility to move the organisation – and our processes – forwards. In fact, we'll be doing just that during 2014: pushing ahead with an incredible amount of effort, analysis and commitment on the racetrack, but also making changes away from the track that will reap a greater dividend in the long term.
"There's a huge amount of talent and potential already extant within the organisation, but there's always more to discover. And we've made some very important key additions who'll have a significant input into our future momentum – we're incredibly pleased and excited to have hired the likes of Peter Prodromou and Dan Fallows, both from Red Bull Racing, and Ettore Griffini and Ciaron Pilbeam from Lotus, as well as more than a dozen top-level engineers from among the best teams in Formula 1, all of whom have seen the capacity and potential that exists here at McLaren.
"Nonetheless, this is a long-term process, and this year will be about developing and growing McLaren to a position where we can once again fight at the front."
What are your thoughts on the driver pairing of Jenson and Kevin?
"We all know and like Jenson very much – he's an integral part of this team now. And Kevin has shown such fantastic promise – both in the junior series, and on the occasions that he has tested for us – that it made absolute sense to develop him as our race driver.
"I really think the beauty of our driver line-up comes from its strength and structure through sheer contrast. In Jenson, we have Formula 1's unofficial ambassador, somebody who provides us with an unprecedented databank of experience; we can really work with him as we learn together how to develop and refine this year's car.
"In Kevin, I see a raw, unfettered enthusiasm and a fearsome work ethic. His arrival has been a terrific motivator for the entire team, and I've been really pleased and impressed by the way he's thrown himself into the process. While he'll naturally need time to acclimatise, we're undoubtedly of the opinion that he's ready for F1.
"Additionally, we have Stoffel Vandoorne as our reserve – another driver whose long-term potential is tantalising. He'll have an increasingly complementary role alongside our two drivers – he'll be attending all the races where GP2 is on the support bill, and will be heavily dialed in to our trackside operations as we ramp up his learning and experience.
"I think we have a fantastic line-up, and the best thing is that each driver will motivate and inform the other – it's a win-win situation for the whole team."
SAM MICHAEL - Sporting director, McLaren Racing
What are McLaren's expectations for 2014?
"We've made no secret of our disappointment at how the 2013 season turned out. The aim now is to get back to winning – that's what McLaren exists to do – but there's a certain amount of growth and regrowth that needs to take place before we return to a position where we can challenge for the world championship.
"The good thing is that we've acknowledged that, and we've actually been working towards that goal for many months now. We have Honda waiting in the wings, we have a number of key technical staff bolstering our existing design and engineering teams, and we are fostering the careers of our young drivers, all of whom have an incredible amount of potential. The future for McLaren is bright, and we're now putting in place the processes that will move us closer to our goals.
"For 2014, our aim is for continuous development; we'll be refining and strengthening the car and the organisation throughout the year, so you'll see a rapid turnover of parts and ideas on the car as we, like every team, wrestle with the many unique challenges of these new regulations.
"More immediately, our aim is to enjoy a smooth winter at all three tests, hopefully learning a lot as we go, and hopefully developing MP4-29 into something consistent, useable and quick."
How do you balance the equation of reliability vs performance?
"I think the key to the first quarter of the season could well be consistency. It'll be critical in the pre-season tests – firstly, to enable the drivers and engineers to learn about and understand the behavior of the new car; but, secondly, to provide us with the mileage and data our designers at the MTC need to further refine and develop the car for the year ahead.
"It'll be a season of complexity and subtlety; we won't find ourselves in a situation where the guy who wins the first race goes on to win the championship, I think it'll be unpredictable and exciting – and that's fantastic news for Formula 1's fans.
"One thing is for certain, though, there'll be a lot of cross-pollination of ideas during the season as the best concepts and solutions proliferate. We're proud of some of the concepts we'll be introducing with this car but, likewise, there'll be areas where we can learn and improve.
"In fact, I think constant learning and improvement will be the key motifs of 2014."
Our drivers – ready for anything
In Jenson and Kevin, we have both the sport's most respected senior ambassador and its newest and most promising young hopeful, respectively.
Jenson has proven again and again that his unmatched experience, application and supreme natural ability make him perhaps the perfect driver to spearhead the development and integration of the myriad of new systems introduced for 2014.
Kevin is motivated, incredibly focused and eager to learn. Everybody at McLaren has not only been convinced by Kevin's raw pace and commitment, but also by his ability to channel his determination and thoughts with singular and unblemished dedication.
Only 21, he is unmistakeably ready for Formula 1, and is prepared and equipped for the intense and steep learning curve ahead of him.
Our test and reserve driver, 21-year-old Belgian Stoffel Vandoorne, is the most promising racer outside Formula 1. He will combine a full year of racing in GP2, with the ART team, with his duties as McLaren's reserve driver – a role that will naturally dovetail with his racing activities at all coinciding events.
Both Kevin and Stoffel are outstanding protégés of the McLaren Young Driver system.
What are your realistic aims for the 2014 season?
"Obviously, we want to get back to the front. We want to have a better season than we did in 2013, too. But it's really difficult to accurately predict anything right now – these are such huge changes that they'll have a massive impact on the competitive order, so we need to wait and just see how things shake out.
"Our aim must be to have a smooth and productive winter; I'm very keen to learn all about the new formula and our new car, and I want us to be in a position where we head to the opening flyaways feeling comfortable with our package, yet still ready to absorb and learn more as we go.
"I don't think anybody's anticipating the next few months to be easy – I can't imagine anybody in the pitlane would admit to that – but our aim must be to make progress all the time, and to learn positively as we go."
Is it difficult to get to grips with so many changes all at once?
"It's part of the job of a Formula 1 driver. I've spent my whole career jumping from different specification cars – I've driven V10s, V8s, I've raced on grooved tyres, on slicks, with KERS, with DRS, with traction control, without it, with refueling, without it. I'm still here!
"Obviously, there's a period of adaption, but the way I drive – working upwards to find the grip level, rather than working downwards – has always made it quite a seamless transition. As a driver, it's just an exciting time. I'm really looking forward to it – I love the mental challenge of tackling such a complex task; there's so much to get your teeth into, and the prospect of problem-solving, and pulling apart difficult concepts and drilling down to find the best solution – that really motivates me."
Nevertheless, are you worried about the state of flux ahead of this new formula?
"I think every single person in Formula 1 is sitting on the edge of the unknown. That's both exciting and unsettling in equal measure. There will be lots of things going through my mind when I settle myself into the cockpit for the first time in Jerez next week, but, above all else, what I'll be looking for is that simple, positive feeling you get from knowing that the car beneath you is a solid platform; one you can work with, and one you can develop throughout the season.
"I don't think anybody will be coming out of this first test feeling certain that they've cracked this new formula. I think it'll be more of a case of slowly peeling away successive layers as the engineers and designers gather more information and gain an understanding of how the cars and power-units are behaving; and we'll see that being gradually refined throughout the forthcoming tests and into the opening races.
"I think this formula is too big, and too complex, for a single team to feel secure about getting everything right and quickly establishing an advantage. It's about diligently chipping away at it that we'll get there."
Finally, how does it feel having a new team-mate alongside you?
"I haven't really got to know Kevin properly as a team-mate yet. Over the winter, there aren't too many opportunities for us to spend time together, but that will change once we go testing – we'll be working very closely together to share data and gather as much information as we can about what the car's doing, and how we can improve it.
"But, yeah, I've been very impressed by Kevin all along – he clearly did a very good job last year and drove superbly to win the World Series by Renault championship. And I've been pleased by his professionalism and determination this year – it's a very difficult job for any driver in F1 this year, but I'm absolutely sure he'll do a great job."
How have your preparations been going over the winter?
"I've just had a singular focus: it's been about immersing myself within the organisation, with the people, and getting to grips with everything that I'll face when I finally sit in the cockpit later this month.
"It's no secret that I live in Woking and I go to the MTC every day. So I've spent every available day working – either with my engineers, with the team management, or with the trainers at MTC; building those relationships, getting to grips with the car, the style of driving, the cockpit and control systems, and improving my fitness. It's a constant learning curve, but it's fun and satisfying to be able to do it with a group of people who work so closely with you.
"It's been relentless, but I've enjoyed the discipline and focus of the winter. It will actually be nice to arrive in Jerez, to hopefully look out at a blue sky, and drive the car!"
Despite all the preparation, is there a sense of nervousness going into the first test?
"Naturally, sure. You never reach a point where you feel completely 'ready' – there's always more you can do. But I think every team and driver is going to be feeling uncertain going into the pre-season. Personally, I'm just working hard to make sure that I'm as ready as I realistically can be – so I've learned the cockpit systems inside-out, I've been in the gym at the MTC every day, and I've worked hard with my engineers to understand just what to expect from this new formula.
"In a way, the regulation changes makes things a little easier: at that first test in Jerez, everybody will be easing themselves into something new, rather than just getting in the car and driving away, so I'll really be no different from any other driver. It'll be how we react during the season that will define how successful we are. I know the engineers are working on new things all the time, but I think there's still plenty of scope to move forward.
"I don't think you'll get a definitive read on who's competitive and who's not until at least the Bahrain tests – maybe even later."
What's the biggest challenge to overcome ahead of the new season?
"I guess it's just getting to know people, feeling comfortable within this new environment, and learning what you can and can't affect. One of the things that's really struck me at McLaren is just how much influence you have as a driver – I can test something in the simulator, or we can work on something in the cockpit, and they'll really listen to my input and, the next time you get in the sim, or the mock-up car, it's been changed at your recommendation. That's impressive, and it encourages me that this team has the speed and motivation to react quickly to any changes.
"I'm learning how the team works, too. Obviously, a World Series team is a much smaller operation – you know everybody – and this is much, much bigger, so getting used to that has taken a bit of time. Obviously, I haven't really experienced much in terms of media and marketing yet – I've been in something of a cocoon – but I'm looking forward to getting out on the road with the team, going testing and seeing what happens."
What will your role be as McLaren's reserve driver?
"Obviously, I'm really pleased and excited to have been chosen as the team's reserve driver. I'll be working with the other drivers to develop the car using the simulator, which is something I've been doing since I became a McLaren Young Driver. And, as I'll be contesting the GP2 championship this year, with ART GP2, I'll also be present at many grands prix, and I'll be integrated into the race team's programme, assisting Jenson and Kevin wherever I can.
What are your aims for the 2014 season?
"Naturally, my aim this year is to win the GP2 championship, but the natural extension of that is the ambition to graduate to Formula 1 – so I want to be in a position where I can contribute to, and learn from, the race team as possible throughout the season. I'm positive that I can keep the momentum that I've developed over the past few years moving forwards.
How have you started to integrate yourself with the team?
"Well, I've been a McLaren Young Driver for almost a year, and I've been making increasingly regular visits to the MTC. I'm usually there at least once a week nowadays, and I'm increasing my workload and fitness levels so I can more fully commit. It's an exciting time for me."