Bruce
McLaren was born in 1937 in Auckland, New Zealand and in 1963 founded
Bruce McLaren Motor Racing in order to develop and race sports cars
alongside his commitment as lead driver in the Cooper Grand Prix
team.
He
had arrived in the UK in 1958 with the ‘Driver to Europe’ scheme
that was designed to encourage antipodean drivers to compete with the
cream of the world’s drivers. His mentor was Jack Brabham who
introduced Bruce to Cooper Cars, the small Surbiton (London)-based
team who were poised to create a revolution with compact, lightweight
Grand Prix cars powered by an engine behind the driver. Following an
auspicious start to his F2 career in 1958 he joined the F1 team for
1959 and stayed with Cooper for seven years.
Bruce
made an impact almost immediately by winning the 1959 US Grand Prix
aged just 22 years 80 days, at that time the youngest Grand Prix
winner. He went on to win three more Grand Prix and countless sports
car victories. Yet Bruce was no ordinary driver. His upbringing was
steeped in cars and practical engineering at his parent’s service
station and workshop. By the age of 14 he had entered a local hill
climb in an Austin 7 Ulster and shown promise both as a driver and an
engineer.
Back
to the 1960s Bruce raced, as did most Grand Prix drivers of this
time, in sports cars, Grand Touring cars and more humble saloon cars
alongside his commitments to Cooper in Formula 1.He drove for Jaguar,
Aston Martin and Ford with whom he won the Le Mans 24 hours in 1966.
He
was a true competitor who excelled at innovating and developing
racing cars. It was this passion that led Bruce to start his own
company, firstly to develop and race a Cooper with a rear-mounted
Oldsmobile engine that helped to kick start the ‘big banger’
sports car era. In a show of loyalty to Cooper cars Bruce engineered
two 2.5 litre Coopers for the 1964 Tasman series which he won.
In
1964 Bruce and his small team built the first true McLaren sports car
– the M1A – which became a top contender in sports car racing
both in Europe and America. After proving its credentials the orders
rolled in and 24 examples were built. Its successor, the M1B, was
quicker still and carried Bruce’s nascent team into the inaugural
Can-Am (Canadian –American Challenge Cup) championship. These cars
were faster than the then current Formula 1 cars providing a
spectacle of colour accompanied by the deep rumble of highly-tuned,
large American V8 engines. The inaugural year of this championship
did not yield a victory for McLaren but Bruce came third in the
series.
The
following year, 1967, saw the start of one of the most dominant
episodes in motor sport history.
Now
in its trademark papaya orange livery, Bruce and fellow Kiwi Denny
Hulme’s Can-Am cars won five of the six races with Bruce taking
McLaren’s first title. In the following five seasons what became
known as the ‘Bruce and Denny show’ rolled on with Hulme winning
the title in 1968 and 1970, while Bruce claimed his second title in
1969. Peter Revson won for McLaren in 1971. Between 1967 and 1971
the works McLarens won 37 of the 43 races including 19 one-twos.
Such dominance won many admirers and many sales of racing sports cars
and, just occasionally a customer car won too. Over the duration of
the Can-Am series McLaren was the dominant victor with 43 victories,
almost three times more than its closest competitor Porsche.
Back
in 1965 Bruce had already decided to leave Cooper and build his own
Formula 1 car for the first season of the new 3 litre formula.
Having built a ‘mule’ chassis for testing in 1965, the first
McLaren F1 car, the M2B, made its debut at the Monaco GP. Although
saddled with under powered and unreliable engines, Bruce scored a
point for sixth place in only its third race, at Brands Hatch, with a
further two points later in the season. It was a respectable start
but the real mark left by McLaren’s first F1 car was the innovation
it featured.
Establishing
a tradition that has long guided McLaren, the car’s designer, Robin
Herd, was recruited from the aerospace industry at Farnborough. Herd
had worked with a material called Mallite - endgrain balsa wood
sandwiched between two sheets of aluminium in a honeycomb, from which
he constructed the entire inner and outer monocoque of the M2B. It
was strong and light – a watchword for the aviation industry and a
prescient and enduring quest for McLaren to this day.
It
took only another season for the McLaren F1 team to make it to the
top step of the podium. A feat achieved, appropriately, by Bruce
himself at the 1968 Belgian GP. The Cosworth-powered M7A was among
the fastest cars of the season and was liveried in McLaren orange for
the first time. Denny Hulme won a further two races in 1968, the
latter in Canada yielding the team’s first one-two. Hulme went on
to win four more Grands Prix in the following years.
Bruce’s
tragic death while testing at Goodwood in 1970 would have thrown
lesser teams into disarray but under the guidance of Teddy Mayer and
with the support of Denny Hulme, who stayed loyal to his compatriot’s
team until his retirement in 1975, McLaren was on the cusp of
achieving the ultimate success. The team’s first Drivers’ and
Constructors’ Championships came in 1974 when Brazilian Emerson
Fittipaldi won three races and took the crown in the McLaren M23.
The same model, now in its fourth season, also powered James Hunt to
the 1976 Drivers’ Championship after a season-long, and
enthralling, battle with Niki Lauda and Ferrari.
In
the 1970s McLaren had also been very active in the USA. Not only had
McLaren created history with its Can-Am success but the team also
coveted glory at the prestigious Indianapolis 500.
Following
an unlucky accident that precluded Hulme from competing with the M15
in 1970, McLaren bounced back in 1971 with the F1-inspired M16.
Powered by the ubiquitous turbocharged Offenhauser engine and
presenting the first wedge-shaped car at the Brickyard, Peter Revson
and Mark Donohue were both super quick but failed to take the win,
Revson finishing second.
The
following year Donohue won the Indy 500, and several other USAC
races, in Roger Penske’s M16B. It wasn’t the orange car that
won, but it was a McLaren. Two years later Texan Johnny Rutherford
took the flag at the Brickyard in a McLaren M16 C/D and this time it
was orange. The now venerable M16 line of cars progressed into D and
E specifications with Rutherford finishing second in 1975 and winning
again in 1976. Although this marked the end of McLaren’s active
involvement at Indy, customer examples of the M16 continued at the
500 mile race until 1981 when Vern Schuppan’s example still managed
third place.
The
1980s were to see major upheaval at McLaren, setting the tone for
McLaren’s Formula 1 successes. Before moving on to this significant
chapter in the history of McLaren there were some important learning
points from the company’s first 17 years. First McLaren learnt
that success breeds success: with each new Can-Am car it experienced
strong demand from customers who wanted the fastest cars available.
The company also learnt that it needed a production partner in order
for it to be able to focus the efforts of the young company on
developing its products. Accordingly McLaren established a
partnership with Trojan to build customer cars. Between 1965 and
1976 Trojan built around 160 customer Group 7 Can-Am cars, 52 Formula
500/A cars and 25 Formula 2/B cars. In addition McLaren made no
fewer than 24 cars for USAC racing in America.
The
company’s fame in the United States led it to form McLaren Engines
based in Livonia, Michigan in order to be close to its racing centres
and provide on the spot support. Its experience of Indycar racing
delivered tremendous experience in aerodynamics due to the high
speeds generated on the oval circuits – average speeds came close
to 200 mph - and in the use of turbocharged engines at a time when
almost all European racing was with normally-aspirated units. All
this experience would prove valuable in the new era of the 1980s with
Ron Dennis at the helm.
After
McLaren’s purple patch in the mid-1970s, the team’s performance
went downhill in 1978, 79 and 80. It was a time that saw the
emergence of hugely powerful turbo cars from the big manufacturers
competing against the small teams equipped with the
normally-aspirated Cosworth engine that made its debut back in 1967.
So in 1980 McLaren merged with Ron Dennis’ Project 4 Racing team.
Ron’s
arrival was timely. He had worked in Formula 1 since 1966 joining
Cooper Cars soon after Bruce McLaren departed, then started his own
F2 team in 1971.
Not
only did he bring a new drive and ambition to the famous team but he
also brought back a skilled designer, John Barnard. Barnard was
working in America where he designed the Chaparral 2K that won
Indianapolis in 1980, but he had been at McLaren earlier in the 1970s
where he worked on the M23 car that delivered two Formula 1 Drivers’
Championships (Fittipaldi and Hunt) and McLaren’s first, and to
date only, Constructors’ title (1974).
More
significantly, Barnard was interested in a material new to racing car
design, carbon fibre composite. This material was used in aerospace
applications but had never been applied to a complete racing car
monocoque. McLaren pioneered the use of carbon fibre in motor racing
with its new car, the MP4/1, and revolutionised racing car
construction. The carbon fibre chassis was built by Hercules
Aerospace and brought new levels of rigidity and driver safety to
Formula 1.
The
MP4/1 series of cars raced for three years delivering one victory in
1981, four in 1982 and another in 1983 by which time the turbo cars
were outgunning the more nimble Cosworth-powered teams. Towards the
end of 1983 McLaren’s long-awaited turbo engine arrived in the form
of a Porsche-designed V6 named TAG (Techniques d’Avant Garde). TAG
principal Mansour Ojjeh became a shareholder in McLaren and shared in
a period of rewarding success for the company. Ron attracted Niki
Lauda out of retirement to join John Watson in 1982/3 on driving
duties and both were to win races.
The
1984 season saw race wins turn into championships. Frenchman, Alain
Prost replaced Watson, but it was Lauda who took his third title
despite Prost winning seven Grands Prix to the Austrian’s five.
Guile and experience won over youth and pace but McLaren had won its
second Constructors’ Championship and celebrated its most
successful season so far with 12 victories from 16 events. The MP4/2
B repeated its championship victories in 1985, Prost lifting the
driver’s trophy with five wins while Lauda managed just one before
retiring. Prost went on to win the driver’s championship in 1986
and 1989 for McLaren.
For
1988 McLaren entered what would be a an enormously fruitful
relationship with Honda, firstly with the Japanese company’s 1.5
litre turbo engine then, when turbos were banned, with 3.5 litre V10
and V12 power plants. Also new for 1988 was Ayrton Senna. The
explosive combination of Senna, the fastest driver in the world, and
the master tactician and strategist Prost would yield two
championships (Constructors’ and Drivers’). The first season of
this partnership yielded almost the perfect score with Senna winning
eight races and Prost seven, leaving just one for the other teams,
and McLaren scored no less than ten one-twos. In 1989 the score was
Senna six and Prost four but the latter won the title.
Into
the new decade, Senna had a new team mate in Gerhard Berger and he
continued to dominate winning Drivers’ Championships in 1990 and
1991 with Berger’s consistency helping the team to two more
Constructors’ Championships. The last year for McLaren and Honda
was 1992 and although the team could not celebrate five championships
on the bounce, they won five races and finished second. Honda
withdrew from Formula 1 leaving McLaren to use Ford and then Peugeot
engines before linking up with Mercedes-Benz in 1995, a relationship
that endures to this day.
In
1995 McLaren also entered Le Mans for the first time in its 30 year
history.
The
company’s decision to build the F1, the ultimate super sports car
(see McLaren road cars history) was never intended to spawn a racing
car. However, the burgeoning interest amongst racing teams for a GT
series using road-derived cars, and the eagerness of some McLaren
owners to compete, stirred the competitive spirit at Woking. McLaren
set about strengthening the iconic F1 road car for the parts that
might not stand the punishment meted out in endurance racing.
The
basis of the car was good – a carbon fibre tub for strength, high
torsional rigidity and light weight and a 6.1 litre BMW V12 engine
that issued 627bhp. It was almost a modern Can-Am car for the road.
The resultant racing version was named the McLaren F1 GTR and from an
intended production of three, nine were produced in 1995 alone.
Weight
was reduced by 90 kilos, bigger brakes and wheels, a roll cage, a
faster steering rack, a reinforced gearbox, and a rear wing were
added. Engine power was reduced over the standard car to 600bhp in
order to comply with Le Mans regulations. It must be the only car in
the world that went to the track with less power than its road-going
sibling.
The
GTR’s first outing was the first race in the BPR Global GT
Championship at Monza, a series for professional racers and gentlemen
drivers. Three GTRs entered and owner Ray Bellm had the honour of
giving his car a debut victory with Maurizio Sandro Sala as
co-driver. The GTR won its first six races and then headed for the
big one – the Le Mans 24 Hours. Six McLarens entered the race with
drivers ranging from ex-GP aces J J Lehto, Mark Blundell and Yannick
Dalmas to long distance specialists Derek Bell and Andy Wallace.
It
was a wet race that placed a premium on delicacy of touch and
although the lighter prototypes were expected to be faster the
conditions played into the hands of the McLarens with Lehto in
particular driving spectacularly well. At one stage in the night he
was lapping ten seconds faster than any other car on the track. In
the end, the black GTR of Lehto, Dalmas and Masanori Sekiya came home
first by a single lap. The other McLaren GTRs finished 3rd, 4th, 5th
and 13th with only one retiring due to a crash.
It
was a remarkable achievement in that a real road car with only
minimal modifications had taken on and beaten the best in the world’s
most gruelling race, at its first attempt and in the first year of
production. The result also guaranteed that the McLaren F1 would
claim an iconic status in the eyes of aficionados the world over.
It
also secured for McLaren a first in that it is the only manufacturer
to win the triple crown – The Formula 1 World Championship, the
Indianapolis 500 and the Le Mans 24 Hours. It remains a unique
achievement.
The
F1 story continues with a resounding victory in the BPR GT series in
both 1995 and 1996 and the All-Japan GT Championship. The F1
revisited Le Mans in 1996 finishing 4th, 5th, 6th, 8th, 9th and 11th
and again in 1997 with a revised long tailed GTR finishing 2nd and
3rd.
Back
in the Formula 1 arena the relationship between McLaren and Mercedes
Benz gelled and the driver team of Mika Häkkinen and David Coulthard
complemented each other for six seasons of positive results. In this
period the Finn won 20 Grands Prix and took the Drivers’ title in
1998 and 1999, while the Scot won 10 Grands Prix with another two to
come after Häkkinen had retired. In 1998 McLaren won its eighth
Constructors’ Championship.
Another
Finn, Kimi Räikkönen, replaced Häkkinen as Coulthard’s partner
and finished second in the championship in both 2003 and 2005, taking
nine victories. He was joined by another exciting driver, Juan Pablo
Montoya, for 2005/6 who took three wins for McLaren before going back
to America.
In
2007, reigning double World Champion Fernando Alonso arrived at
McLaren to challenge for a third title while the gifted protégé of
the McLaren and Mercedes-Benz team, Lewis Hamilton, would start his
rookie year alongside an established master. Hamilton was quick ‘out
of the box’ and went on to win five Grands Prix and take a close
second in the title race. Alonso also took four wins to finish
third. Alonso was to leave after just a single season, but Hamilton
went on to take five more victories in 2008 and secured the Drivers’
Championship at his second attempt – the youngest ever driver to do
so.
McLaren
now has a heritage of 45 years, in 43 of which it has been
represented at the pinnacle of the sport.
In
Formula 1, it has been on the podium on average once in every three
Grands Prix. It has won no fewer than 165* of the 668 Grands Prix in
which the team has competed. It has delivered 12 world championships
for its drivers, Emerson Fittipaldi, James Hunt, Niki Lauda, Alain
Prost, Ayrton Senna, Mika Häkkinen and, most recently, Lewis
Hamilton. It has won eight Constructors’ Championships. As of the
Spa Grand Prix 2009, McLaren has achieved 142 pole positions, 434
podiums, and 44 double wins (one –twos).
In
addition McLaren has won five Can-Am titles with 43 race wins, three
Indy 500 victories, the Le Mans 24 hour race and many F5000 and
Formula A races.
From
2011, McLaren Automotive will launch the first of its new range of
technologically advanced high performance sports cars. These cars
will break new ground in driving dynamics, automotive technology,
Formula 1 process transfer, and performance, but their future success
lies in the roots of a company steeped in a rich motorsport history.
0 comments:
Post a Comment