For the 2002 season, McLaren unveiled the new MP4-17, a single-seater once again designed under the supervision of Adrian Newey. Although in 2001 the success in both championships had again gone Maranello’s way, Ron Dennis remained loyal to his “super team” of engineers who designed the new McLaren, making some role reshuffles as well as hiring new staff. In addition to the aforementioned Adrian Newey, who retained his position as Technical Director, Neil Oatley was still present but now as Executive Engineer, handing the Chief Designer title to Matthew Jeffreys, who in 2001 had led the car’s design. Paddy Lowe, head of Research and Development in 2001, now became Chief Engineer for Systems Development, and Peter Prodromou remained Head of Aerodynamics, assisted by newcomer Phil Adey. Pat Fry, after being Coulthard’s race engineer for four seasons, now assumed the role of Chief Engineer for Race Strategy. David North and David Neilson disappeared from the pit wall, while a notable change was the promotion of Tim Goss from Chief Engineer for test cars to Chief Engineer for the Powertrain group, taking over from Mario Illien, who was engaged in the design of the new Mercedes-Benz FO110M V10.
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| McLAREN MP-17, Kimi Räikkönen Spa-Francorchamps, Belgian GP 2002 |
The new German engine was one of the innovations on the MP4-17. Mario Illien’s latest creation was still a V10, but now abandoned its original 72° architecture for a 90° layout, aiming to lower the center of gravity. Beyond the new V configuration, Illien also had to completely redesign the internal structure of the power unit due to the ban on using beryllium alloy, previously employed in Mercedes-Benz engines. The new German engine thus produced 840 hp at 18,500 rpm, although some reliability issues found on the test bench advised a slightly detuned race version. It was paired with a McLaren longitudinal seven-speed semi-automatic sequential gearbox, with an aluminum-cast housing and managed by TAG electronics.
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| McLAREN MP-17, Kimi Räikkönen Montecarlo, Monaco GP 2002 |
On Newey’s latest creation, a clear step forward was visible, especially in aerodynamic terms, compared to the previous two years’ cars. The main weakness of the old MP4-16, its front-end efficiency, led to a complete redesign of that section. The nose was noticeably more sloped than the old car’s, similar to the Ferrari F2001. But the most significant innovation was under the chassis between the front wheels. Newey adopted and heavily refined a concept introduced by Sauber the previous year. The “keel” structure within the front wheels became far more complex, with the single central support under the nose eliminated. This allowed freer control of the airflow towards the rear and underbody, at the cost of a slight weight increase. The main challenge was structural rigidity, which was ensured by using a reinforcement arm. In this configuration, McLaren easily passed the crash test during homologation, a problem still troubling rivals aiming to push the concept even further. The completely new chassis remained a carbon and aluminum honeycomb monocoque with ballast to meet the 600 kg minimum weight. The front suspension used a push-rod layout, with split lower mounts integrated into the wheel fairings, while the upper wishbones had an aerofoil profile with the steering arm integrated.
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| McLAREN MP-17, David Coulthard Catalunya-Barcelona, Spanish GP 2002 |
From the US Grand Prix onwards, the front push-rod was mounted directly on the wheel hub instead of the lower wishbone, earning the car the unofficial designation MP4-17C. The sidepods remained sleek and softly contoured but no longer featured the “chimneys” for high exhausts, which were now horizontal and blew directly towards the rear wing. In front of the rear wheels, there were two small winglets as well as a set of flow deflectors positioned alongside the sidepods, and hot-air outlets integrated into the vertical fins ahead of the rear wheels, extending up to the rear axle. The MP4-17’s livery retained its distinctive and elegant silver-and-black scheme, still with West tobacco sponsorship, alongside minor sponsors such as Siemens and Mobil. On the driver front, after the retirement of double World Champion Mika Häkkinen and the confirmation of Briton David Coulthard, Ron Dennis looked decisively to the future by securing rising star Kimi Räikkönen. The Finnish driver, who had completed his rookie Formula 1 season with Sauber, suddenly found himself at the wheel of one of the most competitive cars on the grid, while young Austrian prospect Alexander Wurz was signed as third driver.
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| McLAREN MP-17, Kimi Räikkönen Hungaroring, Hungarian GP 2002 |
However, inexperience took its toll. After a surprising podium in the season opener at Melbourne, Räikkönen faced the harsh reality of his first year with a top team, suffering 11 retirements. Nonetheless, he finished sixth in the drivers’ standings with 24 points, achieving three further podiums, including second place in the French Grand Prix at Magny-Cours. Coulthard fared slightly better, with six podiums, including victory in Monaco, earning fifth place overall with 41 points. The MP4-17 failed to match the performance of its predecessors, and the season proved well below expectations for the Woking team. In fact, no further upgrades were introduced in the last six races, as all resources were directed towards the future MP4-18, a car that, due to various circumstances, never raced. With third place in the Constructors’ standings and 65 points, behind both the dominant Ferrari and the Williams-BMW, Ron Dennis was left disappointed. Still, his frustration was softened by the certainty that he had signed a driver who would go on to become one of the most successful in Formula 1 history over the following two decades: Kimi Räikkönen.
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