29-02-2016, 16:30
(Este mensaje fue modificado por última vez en: 29-02-2016, 17:20 por katana.)
Hay bastantes cosas que poner a punto, ya denuncie en su momento que se tenian que tener alternativas a la talla cero en vez de quedarse mirando como jilis señalando a los japos que se quemaban los motores y el 90% de las veces era por falta de refrigeracion y asi se perdian kilometros de pruebas.
Esto no hubiera pasado en Red Bull porque lo soluciono en pretemporada con el motor Renault en el 2014 y encima ganaron carreras.
Y eso me lleva a pensar la chuleria de Mclaren pero como hay gente que sabe y le pagan para decirlo aqui pongo un articulo de Autosport reciente,
McLaren MP4-31
The fallen British giant is pinning its 2016 hopes on aggressive
aero, an updated Honda engine – and keeping its vision
By Gary Anderson, technical expert
For all the talk about the
‘size-zero’ concept of
last year, the McLaren
always looks like a ‘big’
car and I’m not sure
why. It still looks like it’s 10 per
cent bigger than the Mercedes!
This is probably just an optical
illusion, emphasised by the colour
scheme not doing the McLaren any
favours. That also makes it more
difficult to see some of the detail,
which is probably the intention.
In 2015 the car was better than
Honda’s power unit, but if it
had been fitted with an equalperformance
Mercedes engine could
it have taken the fi ght to Mercedes?
My answer to that is no. It would
have been a lot better, but it still
lacked in grip and consistency
relative to the frontrunners.
This is the first complete
McLaren from chief engineer Peter
Prodromou and I am sure his Red
Bull experience will have altered
how the McLaren design group
set the specification for a new car.
McLaren seems to have
committed itself to running with
a higher rear ride height. This in
turn allows the rear of the car to be
run softer so the car has more rake
at low speed, giving more frontend
grip in slow corners. When the
speed and the aerodynamic forces
build up, the rear will compress and
get nearer the ground, moving the
downforce rearward and making
the back end feel more stable.
If this type of aerodynamic
characteristic is achieved then it
is a benefit at all circuits, but miss
it by a little bit and you are always
fighting that very fine balance
between understeer and oversteer.
McLaren’s task for 2016 is
probably the most difficult of all
the teams’. Everyone else had a
fair idea of where they were, but
McLaren never made the progress
over the season it thought it
might, and when that happens
it undermines the basic things
that you believe in.
Designing and building an F1
car is about vision, and sometimes
that vision cannot be instantly
rewarded with numbers. But if you
have commitment then that vision
is something you must follow
otherwise the development
direction will be difficult.
The main area that McLaren
needed to focus on was making
sure that Honda had the opendesign
opportunity for its
installation requirements. You
can’t expect a power-unit
manufacturer to get the best from
its product if its hands are tied.
This is the reason why works
teams exist. Everyone at Mercedes
and Ferrari work together for one
goal and in reality it’s where the
Red Bull team and Renault tripped
up. Red Bull got too big for its
boots and blatantly criticised
Renault to the extent that the
relationship fell on stony ground.
---------------------
A five-point plan to save McLaren-Honda
All eyes are on whether the MP4-31 can move the once-dominant alliance closer
to the old glory days than its dismal position at the back of the grid in 2015
By Ben Anderson, Grand Prix Editor
One of the beauties of
motorsport is that
each new season offers
a fresh start, a chance
to forget the travails
of the previous year and begin again
– driven by new ideas, inspired by
new developments, and imbued
with the giddy optimism only
a winter of hard graft and soulsearching
can provide.
McLaren-Honda will have been
doing more soul-searching than
most over the winter and, as the
wraps came off its 2016 challenger
last Sunday, the mood around the
MP4-31 appeared to be one of
modest optimism. Perhaps McLaren
has learned its lesson. Last year’s
unveiling of the first McLaren-
Honda Formula 1 car since 1992
was full of talk about ‘extreme’
and ‘innovative’ developments,
designed to challenge Mercedes’
undisputed F1 dominance.
That challenge was never
expected to be immediate –
everyone knows Rome wasn’t built
in a day – but McLaren expected
to be at least competitive enough to
match its fifth-place finish in the
2014 constructors’ championship.
The much-trumpeted ‘size-zero’
MP4-30 came nowhere close, beset
by a litany of reliability problems
and a severe lack of performance at
pretty much every race. McLaren-
Honda scored fewer than 20 per
cent of the points needed to achieve
its bare-minimum ambition in 2015
and took a big financial hit.
It was undoubtedly a poor
season, perhaps the poorest in
McLaren’s illustrious history.
This year simply must be better.
McLaren cannot afford to carry
on languishing in the winless
wilderness it has occupied for
three straight seasons now. The
longer this goes on, the less
likely it is McLaren will ever
return to winning ways.
But the dawn of this new season,
the launch of its new car, and the
hatching of new plans bring fresh
hope the team can get back on track.
McLaren is one of only four
teams using full-factory engines in
Formula 1 now, so a top-four finish
in the championship should be the
minimum target for the McLaren-
Honda alliance.
Once it has learned to walk,
perhaps it can begin to think about
running at the front once again.
1 POWER PLAY
Honda took most of the heat
for last year’s struggles, having
failed to produce an engine reliable
or powerful enough to challenge
Mercedes, Ferrari and Renault.
There was improvement through
the season, to the point where
Honda felt its V6 combustion
engine was at least a match for
Renault’s, but severe unsolved
weaknesses with the Energy
Recovery Systems meant much
of that progress remained masked.
It is a complex process to
improve these hybrid engines,
because of the interdependent
loop of energy that envelops the
combustion engine (and the limited
amount of fuel used to power it),
the MGU-K (for recovering kinetic
energy under braking), the MGU-H
(for recovering energy from the
exhaust gases), the battery (used
to store and deploy this recovered
energy) and all the other associated
components that link it all together.
Change one element, such as the
turbocharger, and you create a
knock-on effect with the rest.
Honda identified the compressor,
turbo and MGU-H as the main
offenders in compromising its ERS
last year, but said it could not find
an adequate solution within the
confines of the tight aerodynamic
packaging on the MP4-30.
Inefficiency in this area leads to
excess heat, which leads to failures
when chassis packaging is tight
and leaves little room for cooling.
Honda believes it is still possible
to fix this problem without
compromising the aggressive
aerodynamic philosophy of the
car, and the fact that the MP4-31
has retained the tight aerodynamic
packaging of its predecessor
supports this presumption. Honda
motorsport chief Yasuhisa Arai
confirmed winter modifications
to the power-unit hardware –
and specifically the compressor
– upon the launch of the new car.
Honda will surely take
encouragement from the massive
step Ferrari took with its ERS
performance last winter. Indeed,
star driver Fernando Alonso
suggested McLaren-Honda suffered
the same problems in its first year
under these rules that Ferrari and
Renault struggled with in 2014.
If Honda can find a similar size
of improvement to Ferrari’s 2015
effort, the alliance will vault up the
grid instantly. McLaren has publicly
stated it has no Plan B, so simply
has to maintain faith that Honda
can get things right.
2 SUSPENDED ANIMATION
For all the obvious flak directed
at Honda last season, it’s also fair to
say that McLaren did not produce
the best chassis on the grid. In fact,
racing director Eric Boullier ranked
it “sixth or seventh” (of 10) at the
start of last year. That clearly isn’t
good enough for a team with a
history of building winning cars.
But there were some encouraging
signs as the season progressed.
Aerodynamic development was
fast and fruitful, benefiting from
Red Bull-inspired philosophies
introduced since Peter Prodromou
returned to Woking to head up
McLaren’s engineering team. By
season’s end, Boullier reckoned
the MP4-30 was inferior only to the
Mercedes W06 and the Red Bull
RB11 aerodynamically, and felt the
aerodynamics under development
for 2016 were worth another two
to three tenths of a second even
before the end of last season.
Alongside this constant
incremental aerodynamic
improvement, the next big step
looks likely to come through
vehicle dynamics. This has been
an area of weakness for McLaren
throughout its current barren spell,
which stretches all the way back
to the 2012 Brazilian Grand Prix.
Both Alonso and team-mate
Jenson Button complained about
poor ride over kerbs and instability
under braking last year, areas in
which even midfield squads such
as Toro Rosso and Force India
were outperforming McLaren.
The team experimented with
different suspension configurations
during free practice for the final
race of last season in Abu Dhabi,
with mixed results. Solving
these problems with improved
suspension will give the drivers
more confidence in the car
underneath them, and the result
will undoubtedly be faster laptimes.
3 MOTIVATING THE MOTIVATORS
In Alonso and Button, McLaren has
a driver line-up of world champion
quality, which has started more
grands prix collectively than any
other pairing on the grid. Like all
world champions, these two are
driven to win and will be restless
if starved of success for too long.
Alonso was recruited from
Ferrari on a three-year contract
at great expense to Honda, while
Button is entering the final season
of his current deal.
Both have spoken repeatedly
about enjoying the challenge of
trying to haul McLaren-Honda
up the grid, and stunts such as
sneaking onto the podium during
the Brazilian Grand Prix weekend
have injected a welcome dose
of humour to a tense situation.
But both have also vented their
frustration at times.
Alonso’s derisory comments
about Honda’s ‘GP2 engine’ during
last year’s Japanese Grand Prix have
been well publicised, while Button
admitted at the end of last season
that he hadn’t enjoyed mostly
watching rivals disappear into the
distance – hardly surprising when
you’ve won 15 races, visited the
podium 50 times in your F1 career,
and been champion of the world…
Alonso admitted he was below
par last year, and McLaren agrees
there is more to come from its star
driver. Button also performs better
when pushed hard by the other
side of the garage. These two are
both in their mid-thirties, so are
short of time, and McLaren-Honda.
is currently wasting their talents
with sub-standard equipment. The
MP4-31 needs to be good enough
to encourage Alonso to access his
best stuff, which in turn will force
Button to raise his game to keep up.
There is really no point in
spending millions of pounds to
employ top drivers if your car
is only good enough to drone
around at the back of the grid.
4 THE CAPITO EFFECT
McLaren does not expect to get
its hands on Volkswagen’s exiting
motorsport chief until late spring,
but it will be interesting to see
what the man who has led VW’s
utter dominance of the World Rally
Championship can bring to F1.
Jost Capito’s previous F1
experience (at Sauber and Ford) is
all well and good, but he hasn’t been
involved in top-level single-seater
racing since Ford supplied Jordan
with engines in the early 2000s,
so McLaren clearly hasn’t signed
him for any particular F1 expertise.
What he does bring is a record of
sustained recent domination in the
WRC with VW and, perhaps more
importantly, a track record
of working successfully within
several of the world’s largest
automotive manufacturers.
McLaren’s relationship with
Honda remains a work in progress,
and the feeling within McLaren
is that Capito possesses a skillset
and strength of personality that
will accelerate that progress.
His skill is in managing strong
personalities and unifying the
organisations he works for. He can
relate just as well to the highestlevel
board members of a major
manufacturer as he can to the
mechanics whose work helps to
deliver the success that keeps those
board members engaged. Whether
Capito can translate his talent to
an organisation of McLaren-
Honda’s thousands (rather than
the VW rally squad’s hundreds)
of people remains to be seen.
With chief operating officer
Jonathan Neale moving into a new
role, supporting chairman Ron
Dennis’s work within McLaren’s
wider operations, the team needs
a motorsport-literate manager
to fill the void.
Racing director Eric Boullier
has his hands full getting
McLaren-Honda working on-track
competitively and representing
McLaren’s interests in the paddock;
Capito will be able to draw on his
political nous and board-level
experience at VW to provide a
welcome bridge between the racing
operation, factory and senior figures
at McLaren and Honda, bolstering
the leadership that is crucial to
success for any F1 operation.
For an organisation that has
often seemed cold and calculating,
perhaps Capito’s human touch is
just what is needed to steer the
ship through troubled waters.
5 KEEPING THE FAITH
McLaren only has to glance
a few garages up the pitlane, at
Williams, to see what becomes
of a champion team that spends
too long in the doldrums.
A dark near-decade of
underachievement transformed
a squad of world champion stock
from regular frontrunner to
perennial midfielder. Williams is
much improved under the current
regulations, as two consecutive
top-three finishes in the
constructors’ world championship
attest, but in reality it is punching
above its weight against betterfunded
rivals, and is fighting to
take what remains a giant leap
back to the very front of the grid.
McLaren has mighty facilities,
a works engine deal and a big
budget, but extending its longest
winless run since 1994-96 will
only increase the chances of
more sponsors leaving, finances
squeezing further, and staff feeling
more demoralised. Success breeds
a culture of success and a winning
mentality; sustained failure does
precisely the opposite.
Even after producing two
consecutively competitive cars,
Williams has wrestled with the
ghosts of a small-team mentality,
trying to rediscover the tactical
nous, operational sharpness and
sheer self-belief needed to win.
McLaren needs to beware of
following its fellow British team,
because the road to recovery is
long and arduous if great teams are
starved of success for too long.
-----------------------
Ahi queda eso, pero !OJO! es un ingles el que lo dice.........
Un saludo
PD: y mira que el Gary anderson ese me cae fatal, si hay que tragar se traga.
Esto no hubiera pasado en Red Bull porque lo soluciono en pretemporada con el motor Renault en el 2014 y encima ganaron carreras.
Y eso me lleva a pensar la chuleria de Mclaren pero como hay gente que sabe y le pagan para decirlo aqui pongo un articulo de Autosport reciente,
McLaren MP4-31
The fallen British giant is pinning its 2016 hopes on aggressive
aero, an updated Honda engine – and keeping its vision
By Gary Anderson, technical expert
For all the talk about the
‘size-zero’ concept of
last year, the McLaren
always looks like a ‘big’
car and I’m not sure
why. It still looks like it’s 10 per
cent bigger than the Mercedes!
This is probably just an optical
illusion, emphasised by the colour
scheme not doing the McLaren any
favours. That also makes it more
difficult to see some of the detail,
which is probably the intention.
In 2015 the car was better than
Honda’s power unit, but if it
had been fitted with an equalperformance
Mercedes engine could
it have taken the fi ght to Mercedes?
My answer to that is no. It would
have been a lot better, but it still
lacked in grip and consistency
relative to the frontrunners.
This is the first complete
McLaren from chief engineer Peter
Prodromou and I am sure his Red
Bull experience will have altered
how the McLaren design group
set the specification for a new car.
McLaren seems to have
committed itself to running with
a higher rear ride height. This in
turn allows the rear of the car to be
run softer so the car has more rake
at low speed, giving more frontend
grip in slow corners. When the
speed and the aerodynamic forces
build up, the rear will compress and
get nearer the ground, moving the
downforce rearward and making
the back end feel more stable.
If this type of aerodynamic
characteristic is achieved then it
is a benefit at all circuits, but miss
it by a little bit and you are always
fighting that very fine balance
between understeer and oversteer.
McLaren’s task for 2016 is
probably the most difficult of all
the teams’. Everyone else had a
fair idea of where they were, but
McLaren never made the progress
over the season it thought it
might, and when that happens
it undermines the basic things
that you believe in.
Designing and building an F1
car is about vision, and sometimes
that vision cannot be instantly
rewarded with numbers. But if you
have commitment then that vision
is something you must follow
otherwise the development
direction will be difficult.
The main area that McLaren
needed to focus on was making
sure that Honda had the opendesign
opportunity for its
installation requirements. You
can’t expect a power-unit
manufacturer to get the best from
its product if its hands are tied.
This is the reason why works
teams exist. Everyone at Mercedes
and Ferrari work together for one
goal and in reality it’s where the
Red Bull team and Renault tripped
up. Red Bull got too big for its
boots and blatantly criticised
Renault to the extent that the
relationship fell on stony ground.
---------------------
A five-point plan to save McLaren-Honda
All eyes are on whether the MP4-31 can move the once-dominant alliance closer
to the old glory days than its dismal position at the back of the grid in 2015
By Ben Anderson, Grand Prix Editor
One of the beauties of
motorsport is that
each new season offers
a fresh start, a chance
to forget the travails
of the previous year and begin again
– driven by new ideas, inspired by
new developments, and imbued
with the giddy optimism only
a winter of hard graft and soulsearching
can provide.
McLaren-Honda will have been
doing more soul-searching than
most over the winter and, as the
wraps came off its 2016 challenger
last Sunday, the mood around the
MP4-31 appeared to be one of
modest optimism. Perhaps McLaren
has learned its lesson. Last year’s
unveiling of the first McLaren-
Honda Formula 1 car since 1992
was full of talk about ‘extreme’
and ‘innovative’ developments,
designed to challenge Mercedes’
undisputed F1 dominance.
That challenge was never
expected to be immediate –
everyone knows Rome wasn’t built
in a day – but McLaren expected
to be at least competitive enough to
match its fifth-place finish in the
2014 constructors’ championship.
The much-trumpeted ‘size-zero’
MP4-30 came nowhere close, beset
by a litany of reliability problems
and a severe lack of performance at
pretty much every race. McLaren-
Honda scored fewer than 20 per
cent of the points needed to achieve
its bare-minimum ambition in 2015
and took a big financial hit.
It was undoubtedly a poor
season, perhaps the poorest in
McLaren’s illustrious history.
This year simply must be better.
McLaren cannot afford to carry
on languishing in the winless
wilderness it has occupied for
three straight seasons now. The
longer this goes on, the less
likely it is McLaren will ever
return to winning ways.
But the dawn of this new season,
the launch of its new car, and the
hatching of new plans bring fresh
hope the team can get back on track.
McLaren is one of only four
teams using full-factory engines in
Formula 1 now, so a top-four finish
in the championship should be the
minimum target for the McLaren-
Honda alliance.
Once it has learned to walk,
perhaps it can begin to think about
running at the front once again.
1 POWER PLAY
Honda took most of the heat
for last year’s struggles, having
failed to produce an engine reliable
or powerful enough to challenge
Mercedes, Ferrari and Renault.
There was improvement through
the season, to the point where
Honda felt its V6 combustion
engine was at least a match for
Renault’s, but severe unsolved
weaknesses with the Energy
Recovery Systems meant much
of that progress remained masked.
It is a complex process to
improve these hybrid engines,
because of the interdependent
loop of energy that envelops the
combustion engine (and the limited
amount of fuel used to power it),
the MGU-K (for recovering kinetic
energy under braking), the MGU-H
(for recovering energy from the
exhaust gases), the battery (used
to store and deploy this recovered
energy) and all the other associated
components that link it all together.
Change one element, such as the
turbocharger, and you create a
knock-on effect with the rest.
Honda identified the compressor,
turbo and MGU-H as the main
offenders in compromising its ERS
last year, but said it could not find
an adequate solution within the
confines of the tight aerodynamic
packaging on the MP4-30.
Inefficiency in this area leads to
excess heat, which leads to failures
when chassis packaging is tight
and leaves little room for cooling.
Honda believes it is still possible
to fix this problem without
compromising the aggressive
aerodynamic philosophy of the
car, and the fact that the MP4-31
has retained the tight aerodynamic
packaging of its predecessor
supports this presumption. Honda
motorsport chief Yasuhisa Arai
confirmed winter modifications
to the power-unit hardware –
and specifically the compressor
– upon the launch of the new car.
Honda will surely take
encouragement from the massive
step Ferrari took with its ERS
performance last winter. Indeed,
star driver Fernando Alonso
suggested McLaren-Honda suffered
the same problems in its first year
under these rules that Ferrari and
Renault struggled with in 2014.
If Honda can find a similar size
of improvement to Ferrari’s 2015
effort, the alliance will vault up the
grid instantly. McLaren has publicly
stated it has no Plan B, so simply
has to maintain faith that Honda
can get things right.
2 SUSPENDED ANIMATION
For all the obvious flak directed
at Honda last season, it’s also fair to
say that McLaren did not produce
the best chassis on the grid. In fact,
racing director Eric Boullier ranked
it “sixth or seventh” (of 10) at the
start of last year. That clearly isn’t
good enough for a team with a
history of building winning cars.
But there were some encouraging
signs as the season progressed.
Aerodynamic development was
fast and fruitful, benefiting from
Red Bull-inspired philosophies
introduced since Peter Prodromou
returned to Woking to head up
McLaren’s engineering team. By
season’s end, Boullier reckoned
the MP4-30 was inferior only to the
Mercedes W06 and the Red Bull
RB11 aerodynamically, and felt the
aerodynamics under development
for 2016 were worth another two
to three tenths of a second even
before the end of last season.
Alongside this constant
incremental aerodynamic
improvement, the next big step
looks likely to come through
vehicle dynamics. This has been
an area of weakness for McLaren
throughout its current barren spell,
which stretches all the way back
to the 2012 Brazilian Grand Prix.
Both Alonso and team-mate
Jenson Button complained about
poor ride over kerbs and instability
under braking last year, areas in
which even midfield squads such
as Toro Rosso and Force India
were outperforming McLaren.
The team experimented with
different suspension configurations
during free practice for the final
race of last season in Abu Dhabi,
with mixed results. Solving
these problems with improved
suspension will give the drivers
more confidence in the car
underneath them, and the result
will undoubtedly be faster laptimes.
3 MOTIVATING THE MOTIVATORS
In Alonso and Button, McLaren has
a driver line-up of world champion
quality, which has started more
grands prix collectively than any
other pairing on the grid. Like all
world champions, these two are
driven to win and will be restless
if starved of success for too long.
Alonso was recruited from
Ferrari on a three-year contract
at great expense to Honda, while
Button is entering the final season
of his current deal.
Both have spoken repeatedly
about enjoying the challenge of
trying to haul McLaren-Honda
up the grid, and stunts such as
sneaking onto the podium during
the Brazilian Grand Prix weekend
have injected a welcome dose
of humour to a tense situation.
But both have also vented their
frustration at times.
Alonso’s derisory comments
about Honda’s ‘GP2 engine’ during
last year’s Japanese Grand Prix have
been well publicised, while Button
admitted at the end of last season
that he hadn’t enjoyed mostly
watching rivals disappear into the
distance – hardly surprising when
you’ve won 15 races, visited the
podium 50 times in your F1 career,
and been champion of the world…
Alonso admitted he was below
par last year, and McLaren agrees
there is more to come from its star
driver. Button also performs better
when pushed hard by the other
side of the garage. These two are
both in their mid-thirties, so are
short of time, and McLaren-Honda.
is currently wasting their talents
with sub-standard equipment. The
MP4-31 needs to be good enough
to encourage Alonso to access his
best stuff, which in turn will force
Button to raise his game to keep up.
There is really no point in
spending millions of pounds to
employ top drivers if your car
is only good enough to drone
around at the back of the grid.
4 THE CAPITO EFFECT
McLaren does not expect to get
its hands on Volkswagen’s exiting
motorsport chief until late spring,
but it will be interesting to see
what the man who has led VW’s
utter dominance of the World Rally
Championship can bring to F1.
Jost Capito’s previous F1
experience (at Sauber and Ford) is
all well and good, but he hasn’t been
involved in top-level single-seater
racing since Ford supplied Jordan
with engines in the early 2000s,
so McLaren clearly hasn’t signed
him for any particular F1 expertise.
What he does bring is a record of
sustained recent domination in the
WRC with VW and, perhaps more
importantly, a track record
of working successfully within
several of the world’s largest
automotive manufacturers.
McLaren’s relationship with
Honda remains a work in progress,
and the feeling within McLaren
is that Capito possesses a skillset
and strength of personality that
will accelerate that progress.
His skill is in managing strong
personalities and unifying the
organisations he works for. He can
relate just as well to the highestlevel
board members of a major
manufacturer as he can to the
mechanics whose work helps to
deliver the success that keeps those
board members engaged. Whether
Capito can translate his talent to
an organisation of McLaren-
Honda’s thousands (rather than
the VW rally squad’s hundreds)
of people remains to be seen.
With chief operating officer
Jonathan Neale moving into a new
role, supporting chairman Ron
Dennis’s work within McLaren’s
wider operations, the team needs
a motorsport-literate manager
to fill the void.
Racing director Eric Boullier
has his hands full getting
McLaren-Honda working on-track
competitively and representing
McLaren’s interests in the paddock;
Capito will be able to draw on his
political nous and board-level
experience at VW to provide a
welcome bridge between the racing
operation, factory and senior figures
at McLaren and Honda, bolstering
the leadership that is crucial to
success for any F1 operation.
For an organisation that has
often seemed cold and calculating,
perhaps Capito’s human touch is
just what is needed to steer the
ship through troubled waters.
5 KEEPING THE FAITH
McLaren only has to glance
a few garages up the pitlane, at
Williams, to see what becomes
of a champion team that spends
too long in the doldrums.
A dark near-decade of
underachievement transformed
a squad of world champion stock
from regular frontrunner to
perennial midfielder. Williams is
much improved under the current
regulations, as two consecutive
top-three finishes in the
constructors’ world championship
attest, but in reality it is punching
above its weight against betterfunded
rivals, and is fighting to
take what remains a giant leap
back to the very front of the grid.
McLaren has mighty facilities,
a works engine deal and a big
budget, but extending its longest
winless run since 1994-96 will
only increase the chances of
more sponsors leaving, finances
squeezing further, and staff feeling
more demoralised. Success breeds
a culture of success and a winning
mentality; sustained failure does
precisely the opposite.
Even after producing two
consecutively competitive cars,
Williams has wrestled with the
ghosts of a small-team mentality,
trying to rediscover the tactical
nous, operational sharpness and
sheer self-belief needed to win.
McLaren needs to beware of
following its fellow British team,
because the road to recovery is
long and arduous if great teams are
starved of success for too long.
-----------------------
Ahi queda eso, pero !OJO! es un ingles el que lo dice.........
Un saludo
PD: y mira que el Gary anderson ese me cae fatal, si hay que tragar se traga.