Originally Posted by 1158

You'd think that, but the rumors of oil lines not being tightened, transmission issues, and parts installed wrong on the PU by McLaren personnel make me wonder.

Do I think Honda share the bulk of the fault, yes. Do I think McLaren is faultless? Absolutely not.

Originally Posted by ...esteban

Honda make a **** box PU (relative to the competition).

How much of it was unreasonable requirements from McLaren vs Honda unable to hit attainable targets is unknown. But lettuce just say I think McLaren knows how to build a winner more than I think Honda does.

Originally Posted by bluuu

Do they though? They've had a lot more lows than highs post 2008.

Originally Posted by bluuu

How were McLaren's 2009, 2013 and 2014?

Originally Posted by bluuu

How were McLaren's 2009, 2013 and 2014?

Originally Posted by ...esteban

2013 - fell off, mid field Shot themselves in the dick

Originally Posted by Takashi1978

Is that a blue broomstick attached to the door?

Originally Posted by Yusuke Hasegawa

The [turbine] connecting-rod length is [now] much longer for the turbine. We didn't create a problem with that connecting rod but, because of the turbine coming out of the engine, the oil-tank configuration was very different. We needed to create an oil-tank configuration that avoided the turbine package. The previous oil tank was just straight, but this year's oil tank was a different shape. Of course, we tested that oil-tank shape on the dyno, but this is one of the most difficult items to check. We found an issue in the first Barcelona test. It was not a fundamental issue, but it hurt our testing time very much, so it was very bad. Of course we modified the oil tank - we updated the oil tank and the situation was solved in just two or three days. But missing two or three days is very fatal for the winter testing.

Originally Posted by Yusuke Hasegawa

It's fair to say the starting level was almost equivalent from last year - peak power was almost equivalent, but low- rpm power was very down. It had huge gaps from something like 9000-10,000rpm - no torque. It's OK on the dyno, but when we used upshift and went from 10,000 to 9000, torque decreased dramatically. It will create a big oscillation. The dyno's inertia is huge, so it doesn't create a big problem, but the inertia of the car itself is much less. Such a big torque drop was creating a big oscillation.

Originally Posted by Yusuke Hasegawa

We had so many issues with the oscillation, and also the MGU-H bearing. It also comes from the oil blowing from the oil tank. The oil came to the bearing of the turbine and the turbine bearing was seizing or about to seize - that was creating an issue. The bearing itself was not changed from last year, although the package is different, but last year we didn't have such oil blowing from the oil tank because we had a conventional design. Actually, this is just an excuse - we studied very much for every area we changed - but we didn't allow for something besides that area, like the oil-tank configuration, so we had many issues that we didn't expect from our modification. We had many MGU-H issues at the beginning of the season, especially in Bahrain. We had maybe three MGU-H failures on Stoffel's car. But we had nothing for that. We just applied a new MGU-H and failure. We spent four or five MGU-Hs there, because we didn't understand what was happening.

Originally Posted by falcongsr

rumors are that bob is out of the running for the williams seat

sirotkin apparently did better in testing and is lined up with more money