- Palmer points to teammate that Hamilton would love to have
- Alonso takes a dig at Honda and points to troubles for Toro Rosso
- Hamilton on why Mercedes will triumph in 2018 and it is not due to the W09
- Alonso reveals why he did not quit F1 despite leaning towards exit
- Vettel offers crisp reply to Ferrari critics
- Hamilton’s ‘oompa loompa’ ex-girlfriend reveals champion’s strange toilet demand
- Hamilton helps Mercedes bag sponsorship deal
- Verstappen responds to Wolff’s early season prediction
- Ferrari boss opens door to staying in F1 if Liberty Media follows instruction
- Halo not disturbing drivers’ vision, but glaring problem remains
McLaren chief confesses ‘scary’ Halo testing
- Updated: February 20, 2018
McLaren’s chief engineering officer Matt Morris conceded that the testing of the Halo cockpit safety device led to a few “heart-stopping moments” for the team.
The Halo has been the subject of immense scrutiny since the FIA announced that it would be mandatory for all F1 teams.
It also obviously led to a great deal of experimentation for the teams ahead of the car releases this season, and McLaren was no exception.
A high degree of importance was placed on the Halo’s resistance levels – which Mercedes tech boss James Allison equated to the weight of a London bus. It has forced teams to make unexpected changes to their chassis design.
“It has been a big challenge,” said Morris.
“The loads are very very high. We always knew it was going to be a challenge and we invested some time and money up front to do quite a lot of test pieces.
“Obviously you don’t want to build a complete chassis, but we built various test pieces where we had dummy Halos, parts of Halos, full Halos, and testing how the interfaces would behave.
“We found some issues but we planned early enough so we could react to those issues and catch the main chassis, which we did.
“It was close. I am not saying we breezed through it, and there were quite a few heart-stopping moments when doing the static test that comes in from an oblique angle – where it takes the weight of a London Bus.
“When you see that test going on, it is pretty scary with the amount of load going in there, which it is designed to do.”
While the mandatory component is pretty much the same for all teams, they are allowed a little space for experimentation.
McLaren’s chief of aerodynamics Peter Prodromou said that teams will probably look for the best possible way to enhance potential performance gains.
“Aero wise it is certainly not penalty free and I think there is a challenge to either cope with it in the first insistence, let’s call it damage limitation,” Prodromou said.
“Thereafter I think it is about opportunity and exploitation. It does open up some avenues which are possibly interesting to look out.
“I am sure there will be a variety of different solutions out there but the scope is quite limited to the allowance around the basic shape but there is opportunity there.
“Everyone is going to be faced with how it impacts the flow into the engine and the flow into certain cooling ducts in that area, including ourselves, as well as the flow to the rear wing.
“On the flipside there may be opportunities to tap into which you couldn’t before.
“The advantage is likely to be short-lived with the rest of the field catching up midway through the season,” he said.
“I’d probably give it half a season and I imagine everyone will have converged, that would be my rough guess.”