McLaren M7A

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McLaren M7A
Anglo American Racers
Notable driversNew Zealand Bruce McLaren
New Zealand Denny Hulme
United States Dan Gurney (Anglo)
Debut1968 Spanish Grand Prix
RacesWinsPolesF/Laps
22400
Constructors' Championships0 (Best: 2nd – 1968)
Drivers' Championships0

The McLaren M7A and its M7B, M7C and M7D variants were Formula One racing cars, built by McLaren and used in the world championship between 1968 and 1971. After two relatively unsuccessful years of Formula One competition, the M7A was used to score McLaren's first win at the 1968 Belgian Grand Prix.

Designed by Robin Herd and Gordon Coppuck, the M7A was the first McLaren to be powered by the Cosworth DFV engine, which went on to be used by the team until 1983. The M7B had outboard fuel tanks and the M7C a modified chassis, whilst the M7D was powered by an Alfa-Romeo engine.

The M7A made its Grand Prix debut at the second race of the 1968 world championship. After its victory in Belgium, it took another two wins that year, helping to place McLaren second in the Constructors' Championship.

Background

single-seater competition. Since 1966, McLaren and his team had been building and racing their own Formula One cars.[2] Their first two seasons had been relatively unsuccessful, with six points scored (out of a potential 180[nb 1]) and a best result of fourth.[3][4] The lack of a suitable engine caused problems: the 1966 M2B car's Ford and Serenissima V8 engines both lacked power[5][6] and the 1967 M5A's British Racing Motors V12 did not arrive until mid-season.[7]

In 1967 Cosworth debuted their DFV engine which was supplied exclusively to the Lotus team. It was immediately successful, winning its first race, and in 1968 it became available for purchase by any manufacturer.[7] McLaren bought five DFV engines at a cost of 7,500 pounds sterling each.[8] Designer Robin Herd was recruited to the team in 1965 before which he had been an aerospace engineer at the National Gas Turbine Establishment (NGTE) where he worked on the Concorde project. His assistant Gordon Coppuck was another ex-NGTE employee.[9][10] Herd began the design of the M7A towards the end of 1967 but left to join Cosworth before its completion, leaving Coppuck and Bruce McLaren to complete the work.[9][11]

Design

The M7A was an

gauge aluminium alloy and 20-gauge magnesium alloy panels glued and riveted together and to three steel bulkheads. The monocoque terminated behind the driver's seat and the engine was used as a stressed part of the chassis, bolted directly to the rearmost bulkhead. The gearbox was then attached behind the engine, and the rear suspension – consisting of lateral top links, twin radius arms and reversed wishbones– attached to the gearbox and the rear bulkhead. The front suspension – upper and lower lateral links and radius arms – and the steering column were attached to the two bulkheads in front of the driver. Coilover springs and Koni dampers mounted outside of the body were employed front and rear.[11]

Donington Collection

The outer bodywork was mostly formed by the monocoque, except for the nose and cockpit which were covered by

glass-reinforced plastic (GRP) panels; the engine sometimes also had a GRP cover.[12] The wheelbase was 94 inches (2,400 mm); the front track 58 inches (1,500 mm) and the rear track 57 inches (1,400 mm); weight was 1,140 pounds (520 kg).[13] McLaren's own magnesium alloy wheels were used; they were 15-inch (380 mm) diameter at the rear and 15- or sometimes 13-inch (330 mm) diameter at the front.[11][14][15]

Fuel was stored in tanks running down the side of the chassis, above the driver's legs and behind their seat, totalling 40 imperial gallons (180 L) capacity. Full capacity was not required for most races so the tank above the driver's legs was usually almost empty.[11] For the M7A's first two world championship races, Bruce McLaren's car was fitted with outboard "pannier" fuel tanks at the side of the cockpit. McLaren had a theory that sports racing cars' handling was superior to that of single-seaters because of the weight distribution of their fuel; the pannier tanks were an attempt to replicate this. According to McLaren mechanic Tyler Alexander this idea was developed in discussion with Lotus boss Colin Chapman. After the car was damaged at the 1968 Monaco Grand Prix, it was rebuilt without the pannier tanks.[16][17]

The 10+1⁄2-inch (270 mm)

disc brakes were unusual both in being made by Lockheed when most British Formula One teams used Girling brakes, and in being ventilated. Ventilated discs – which have a hollow area between the two outer disc surfaces to aid cooling[18] – had been tried by Lotus who had suffered from cracking problems caused by rapid heating and cooling. The McLaren team hoped that by being mounted well within the wheels, their discs would retain a more constant temperature.[19]

During the 1968 season,

wings – which press the car and tyres towards the ground thereby increasing cornering speeds and reducing braking distances[20] – first appeared on Formula One cars in races. Teams experimented with various wing set-ups and the governing body of the sport, the CSI, regulated their use.[21] McLaren had first experimented with wings on their 1965 M2A Formula One development car but didn't use them on the following season's racing car, the M2B.[9]
The M7A and its variants wore a variety of wing configurations, as described in the racing history section.

The DFV engine, whose development was funded by Ford and which was designed and constructed by Cosworth, was

double overhead camshafts.[22] Liquid-cooling was provided by a radiator situated in the nose which vented through ducts in the upper body surface whilst the engine oil was cooled by a radiator mounted on top of the gearbox at the rear.[19] Peak power was 410 bhp (306 kW) at 9,000 rpm. The gearbox was a Hewland DG300.[23]

The works cars were painted in an orange hue known as papaya; it was not a

national racing colour
, however, the colour would continue to be used on works McLaren cars until Yardley sponsorship was obtained in 1972.

Variants

M7B

The M7B was a one-off conversion of an M7A chassis with the fuel stored low and centrally in integral tanks at the sides of the cockpit. This was another result of Bruce McLaren's theory about improving the car's handling by altering the fuel weight distribution.[16] Author and former McLaren secretary Eoin Young said that another purpose of the outboard tanks was to make room for a four-wheel-drive system.[12][nb 2]

M7C

The chief distinguishing characteristic of M7C was its fully enclosed monocoque which gave greater torsional rigidity than the bathtub chassis. It was based on McLaren's

M10A Formula 5000 car, which itself was derived from the M7A.[12][25] One was made.[26]

M7D

The M7D was commissioned by

T33 sports car. The engine is variously cited as producing peak power of between 410 bhp (306 kW) and 430 bhp (321 kW) (the highest figure said to be produced at 10,500 rpm), with good levels of torque, but McLaren found that performance varied significantly between units. To accommodate the engine, the wheelbase was lengthened to 96 inches (2,400 mm) and a new mounting point was created for the alternator which, unlike on the DFV, was not integrated with the engine. One was made, although it is unclear whether this was a new chassis or a rebuilding of the M7B chassis.[12][26][27][28]

Racing history

Bruce McLaren (1937–1970) in an M7C in the 1969 German Grand Prix

For the 1968 Formula One season, after two years of driving the team's sole entry,

half shaft failed two thirds of the way in. McLaren was then second behind Jackie Stewart's Matra but Stewart had to make a pit stop for fuel on the final lap, giving McLaren the win, although he initially believed he had finished second.[32] It was the McLaren team's first world championship victory and Bruce McLaren became the second driver, after Jack Brabham, to win in a car bearing their own name; it was also the last win of his career.[13][33]

After Belgium, McLaren's Goodyear tyres suffered a slump in competitiveness and the team and their car fell behind rivals Graham Hill in his Lotus and Stewart in his Matra.[13][34] At the Dutch Grand Prix McLaren crashed out and Hulme retired with ignition failure.[35] After Lotus had begun the first experimentation with wings in Monaco and Ferrari and Brabham had debuted full height wings in Belgium, McLaren fitted a rear wing to their car for the French Grand Prix.[35][36] However, mounted above the engine on the sprung mass of the car, it was not as effective as Lotus's wing mounted on the unsprung suspension components.[13] In France Hulme was fourth, then fifth in Britain but both cars were out of the points-earning positions at the German Grand Prix.[37][nb 3]

The M7B is seen here with Vic Elford in the cockpit at the 1969 German Grand Prix; he crashed in the race

An improvement in form came at the

Anglo American Racers team – for whom Bruce McLaren had driven for three races in 1967[41] – had run out of funding for their own Eagle cars. Gurney retired with overheating in Canada, but Hulme and McLaren continued their success by finishing first and second respectively, albeit after their strongest challengers had all retired. Hulme was then jointly in the lead of the Drivers' Championship with two races to go. He ran competitively towards the beginning of the United States Grand Prix but ultimately retired via a spin, pit stops to repair damaged brake lines and a gearbox output shaft failure which spun him again, this time into a crash. McLaren was sixth, Gurney fourth. Going into the final race in Mexico, Hulme retained a chance of defending his title. McLaren finished second there, but Hulme crashed out because of a broken suspension damper allowing Hill to win the Drivers' Championship.[42]

Bruce McLaren (white balaclava) prepares to take his seat in his M7C, prior to the 1969 Dutch Grand Prix

For 1969 McLaren, with an unchanged driver line-up, designed a new four-wheel drive car, the

spoiler, McLaren and Hulme racing to fifth and sixth respectively. Wings were then re-allowed, albeit not mounted on the suspension, and with teams searching for the best solution McLaren initially opted for a "tea tray" rear wing and later a more conventional, low-mounted aerofoil.[13][21][26][43]

Meanwhile, the Colin Crabbe Antique Automobiles team bought the M7B and

Monza produced another slipstreaming battle; this time McLaren finished fourth, albeit only 0.19 seconds behind winner Stewart. More unreliability in Canada and the United States restricted the cars to a best finish of fifth before, at the season ending Mexico race Hulme scored the M7's only win of the year.[13][26][43]

With McLaren's introduction of the new

M14D by Andrea de Adamich and Nanni Galli, qualifying for and starting only one race, the French Grand Prix where de Adamich finished unclassified. By 1971 the only type's only entrant was Bonnier with his M7C. He used it at five races and had a best result of 10th in the Italian Grand Prix
.

World championship results table

(key)

Year Team Engine Tyres Drivers 1 2 3 4 5 6 7 8 9 10 11 12 13 Points WCC
1968
Bruce McLaren Motor Racing
 Ford Cosworth DFV 3.0 V8 G RSA ESP MON BEL NED FRA GBR GER ITA CAN USA MEX 49 2nd
Bruce McLaren Ret Ret 1 Ret 8 7 13 Ret 2 6 2
Denny Hulme 2 5 Ret Ret 5 4 7 1 1 Ret Ret
Anglo American Racers
 Dan Gurney Ret 4 Ret
1969
Bruce McLaren Motor Racing
 Ford Cosworth DFV 3.0 V8 G RSA ESP MON NED FRA GBR GER ITA CAN USA MEX 38 4th
Bruce McLaren 5 2 5 Ret 4 3 3 4 5 DNS DNS
Denny Hulme 3 4 6 4 8 Ret Ret 7 Ret Ret 1
Colin Crabbe Antique Automobiles Vic Elford 10 5 6 Ret
Team Lawson D Basil van Rooyen Ret
1970
Bruce McLaren Motor Racing
 Alfa Romeo 3.0 V8 G RSA ESP MON BEL NED FRA GBR GER AUT ITA CAN USA MEX 0
  		9th
[nb 4]
Andrea de Adamich DNQ DNQ NC DNS
Nanni Galli DNQ
Ecurie Bonnier Ford Cosworth DFV 3.0 V8 Jo Bonnier DNQ Ret 35
  		5th
[nb 5]
Team Surtees F John Surtees Ret Ret Ret 6
1971 Ecurie Bonnier Ford Cosworth DFV 3.0 V8 G RSA ESP MON NED FRA GBR GER AUT ITA CAN USA 10
  		6th
[nb 6]
Jo Bonnier Ret DNQ DNS 10 16
Helmut Marko DNS
Refs [29][38][44][45][46][47][48][49][50][51][52][53][54]

Non-championship results table

(key)

Year Team Engine Tyres Drivers 1 2 3 4 5 6 7 8
1968
Bruce McLaren Motor Racing
 Ford Cosworth DFV 3.0 V8 G ROC INT OUL
Bruce McLaren 1 2 DNA
Denny Hulme 3 1 DNA
1969
Bruce McLaren Motor Racing
 Ford Cosworth DFV 3.0 V8 G ROC INT MAD OUL
Bruce McLaren Ret 6
Denny Hulme 3 Ret
1970
Bruce McLaren Motor Racing
 Alfa Romeo 3.0 V8 G ROC INT OUL
Andrea de Adamich DNA
Ford Cosworth DFV 3.0 V8 Peter Gethin 6
Reine Wisell 5
1971 Ecurie Bonnier Ford Cosworth DFV 3.0 V8 G ARG ROC QUE SPR INT RIN OUL VIC
Carlos Reutemann 3
Jo Bonnier DNA
A.G. Dean Chevrolet 5.0 V8 ? Tony Dean 7

PC simulation

In 2005, a driveable, detailed replica of the McLaren M7B was released as part of the free '69 Mod' for the pc-based racing simulation Grand Prix Legends.

References

Notes

  1. ^ A total of 20 Formula One world championship races were held in 1966 and 1967, for each of which a maximum of nine points was awarded.[3][4]
  2. ^ Young (1995) refers to the "side-tank" version with "pannier fuel tanks" as the M7C,[17] apparently in error, although it is unclear whether the author is discussing the M7B or the earlier M7A with pannier tanks. Elsewhere in Young (1995), the author identifies the version fitted with integral pannier tanks as the M7B, as do Nye (1988) and Taylor (2009).[12][13][16][24]
  3. ^ Points were awarded to cars finishing in positions from first to sixth.[38]
  4. ^ Points were awarded separately for each combination of chassis and engine. Therefore McLaren-Ford were fifth in the world championship with 35 points whilst McLaren-Alfa Romeo were 9th with zero points. The McLaren-Ford total includes points scored with other models.
  5. ^ Points were awarded separately for each combination of chassis and engine. Therefore McLaren-Ford were fifth in the world championship with 35 points whilst McLaren-Alfa Romeo were 9th with zero points. The McLaren-Ford total includes points scored with other models.
  6. ^ All points were scored with other models.

Citations

  1. ^ "McLAREN IN FORMULA 1". mclaren.com. Archived from the original on 28 May 2008. Retrieved 2 July 2010.
  2. ^ Henry 1999, pp. 15–18
  3. ^
    Formula One Administration. Archived from the original
    on 21 June 2010. Retrieved 21 May 2017.
  4. ^
    Formula One Administration. Archived from the original
    on 19 June 2010. Retrieved 21 May 2017.
  5. ^ "The M2B". mclaren.com. Archived from the original on 27 September 2007. Retrieved 24 May 2010.
  6. ^ Nye 1988, pp. 86–91
  7. ^ a b Young 1995, p. 107–108
  8. ^ Williams 1991, p. 24
  9. ^ a b c Nye 1988, pp. 52–54
  10. ^ Young 1995, p. 89
  11. ^ a b c d Nye 1988, pp. 150–151
  12. ^ a b c d e Young 1995, p. 207–208
  13. ^ a b c d e f g h Taylor 2009, pp. 48–51
  14. ^ Nye 1988, p. 158
  15. ^ Nye 1988, p. 166
  16. ^ a b c Nye 1988, pp. 154–155
  17. ^ a b Young 1995, pp. 97–98
  18. ISBN 1-903706-40-8
    .
  19. ^ a b Nye 1988, p. 152
  20. ^ Williams 1991, p. 25–26
  21. ^
    ISBN 1-84084-037-4
    .
  22. ^ Galpin, Darren (22 June 1999). "Customer power: the Cosworth DFV story". 8W. Retrieved 2 July 2010.
  23. ^ Pritchard, Anthony (1986). Directory of Formula One Cars 1966-1986. Aston Publications. pp. 153–154.
  24. ^ Nye 1988, p. 161
  25. ^ Nye 1988, Appendix 2
  26. ^ a b c d Taylor 2009, pp. 56–59
  27. ^ Young 1995, p. 193
  28. ^ Williams 1991, p. 40
  29. ^ a b Nye 1988, Appendix 3
  30. Formula One Administration. Archived from the original
    on 20 June 2010. Retrieved 21 May 2017.
  31. ^ Hughes, Mark. "Clockwork Orange – McLaren Domination". Bruce McLaren Trust. Archived from the original on 3 March 2016. Retrieved 20 June 2010.
  32. ^ Nye 1988, p. 153–156
  33. ^ Nye 1988, p. 157
  34. ^ Williams 1991, p. 25
  35. ^ a b Nye 1988, p. 156
  36. ^ "Grand Prix Results: Monaco GP, 1968". grandprix.com. Retrieved 4 July 2010.
  37. ^ Nye 1988, p. 156–158
  38. ^
    Formula One Administration. Archived from the original
    on 21 June 2010. Retrieved 21 May 2017.
  39. Formula One Administration. Archived from the original
    on 17 June 2010. Retrieved 21 May 2017.
  40. ^ Nye 1988, p. 158–159
  41. ^ Nye 1988, pp. 92–94
  42. ^ Nye 1988, p. 159–160
  43. ^ a b Nye 1988, pp. 161–166
  44. ^ Taylor 2009, p. 290
  45. Formula One Administration. Archived from the original
    on 21 June 2010. Retrieved 21 May 2017.
  46. Formula One Administration. Archived from the original
    on 21 June 2010. Retrieved 21 May 2017.
  47. Formula One Administration. Archived from the original
    on 21 June 2010. Retrieved 21 May 2017.
  48. Formula One Administration. Archived from the original
    on 11 July 2010. Retrieved 21 May 2017.
  49. Formula One Administration. Archived from the original
    on 11 July 2010. Retrieved 21 May 2017.
  50. Formula One Administration. Archived from the original
    on 17 July 2010. Retrieved 21 May 2017.
  51. Formula One Administration. Archived from the original
    on 28 June 2010. Retrieved 21 May 2017.
  52. ^ "1970 Italian GP Results (6/9/1970)". Grand Prix Archive. Crash Media Group. Archived from the original on 23 July 2011. Retrieved 23 June 2010.
  53. ^ "All championship race entries, by Jo Bonnier, in a McLaren". Chicane F1. Retrieved 23 June 2010.
  54. ^ "1971 German GP Results (1/8/1971)". Grand Prix Archive. Crash Media Group. Archived from the original on 23 July 2011. Retrieved 23 June 2010.

Bibliography

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