<< Prev Page 2 of 2 Like most F1 teams of the day, McLaren relied on the readily available Ford Cosworth DFV engine, which was used as a fully stressed member of the chassis. The suspension was conventional although adapted to make the airflow of the ground effect tunnels as clean as possible. The rear end, for example, featured in-board brakes and springs mounted vertically on either side of the six-speed gearbox.
The first ground effect McLaren was ready late in 1978, which allowed the team to submit the M28 to extensive tests before it made its competition debut in Argentina. Some minor issues surfaced with subtle modifications required to optimise the unusual suspension geometry, while the honeycomb monocoque also raised some problems. Signed to drive for the team this year were John Watson and Patrick Tambay.
Watson gave the M28 a promising debut with a third place finish in the Argentinian Grand Prix after starting from sixth. Sadly this result proved an exception than the rule. Despite continuous updates, both Watson and Tambay struggled to get decent results with the M28. Halfway through the season, at the all-important British Grand Prix, McLaren fielded the all-new M29, which featured a more conventional single-sheet monocoque.
In the end the M28 served McLaren for just half a season. Due to his focus on optimising the design for ground effect aerodynamics, Coppuck compromised the rest of the car. As a result, it was too big and heavy to ever be competitive. All three of the cars built still survive and one was recently restored to full running order for historic racing. << Prev Page 2 of 2
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Like most F1 teams of the day, McLaren relied on the readily available Ford Cosworth DFV engine, which was used as a fully stressed member of the chassis. The suspension was conventional although adapted to make the airflow of the ground effect tunnels as clean as possible. The rear end, for example, featured in-board brakes and springs mounted vertically on either side of the six-speed gearbox.