Nye observed:-<\/p>\n

\u201cThe management at Colnbrook, 1968, their combination of driving skills, technical ability, business sense, and good old fashioned dynamism made the team work and work well\u201d<\/p>\n

Pete Lyons:-<\/p>\n

\u201cIt\u2019s not Bruce\u2019s budget that makes him win, but the manner in which he goes about the whole job. He has a practical conception of what machines he needs to win. He starts to build and test them on time.<\/em><\/p>\n

He hires the best brains and keeps them happy. He organises bases,transport and supply lines in a Para-military manner\u2026\u2026\u2026\u2026.and has a continuing programme of refinement that amounts to a restless search for perfection\u2026\u2026\u2026perhaps most importantly he never lets his men ease up\u2026\u2026<\/em><\/p>\n

McLaren were good at logistics, testing and detail.<\/p>\n

McLaren major sponsors <\/strong><\/p>\n

Included:-<\/p>\n

\n
• Goodyear<\/li>\n
• Gulf Oil Corporation<\/li>\n
• Reynolds Aluminium<\/li>\n<\/ul>\n

  Designers and Design Methodology in the Bruce McLaren era <\/strong><\/p>\n

  Quoted by Nye<\/p>\n

  \u201cWhat you have got to do is come up with a car that is slightly better than someone else\u2019s, and do it now. Get it done, get it done simply, and get it done early\u201d<\/em><\/p>\n

  Significant individuals included:-<\/p>\n

  \n
  • R.Herd<\/li>\n
  • Gordon Coppuck<\/li>\n
  • Gordon Murray<\/li>\n<\/ul>\n

    Retail Prices \u2013Customer Cars<\/strong><\/p>\n

    The editors believe that the M3 was offered to customers as a rolling chassis for private entrants at \u00a33,000.<\/p>\n

    Twite observes that the Chevrolet ZL-1 427[7Litre] Corvette engine was sold over the counter for \u00a33000 in the US.<\/p>\n

    Sports Racing<\/strong><\/p>\n

    Bruce McLaren gained some useful early experience in sports racing cars and he exploited this throughout his career.<\/p>\n

    Some examples include:-<\/p>\n

    From the net:-<\/p>\n

    M1A \u2013 1964-65
    \n<\/strong> \u201cthe original McLaren built Group 7 sports racing car was a simple space frame design with a light and compact Oldsmobile V-8 engine, cooper wheels, uprights and steering arms, and a Hewland Gearbox. Fitted with the engine effort the Zerex, the McLaren M1 lowered the Zerex\u2019s records at Goodwood by a clear 3 seconds.
    \nThe car was painted black with a silver stripe ( New Zealand\u2019s colours) and it was the fastest car on the track at Mosport in September, but with a broken throttle linkage and a long pit stop, Bruce came back to finish third. Later on that season at Nassau the car was painted an orange red colour and the car finished second to Roger Penske\u2019s Chaparral.
    \nIn England Frank Nichols of Elva Cars called on Bruce and a long association was formed with Peter Agg of Trojan (Elva\u2019s parent company) to build McLaren replicas They were to be called McLaren-Elvas. The M1A was put into production as the McLaren-Elva Mark 1 and versions appeared with 4.7 litre Ford V-8 power in addition to the standard 4.5 litre Olds, A total 24 were built and met with success, although it became apparent that the Olds engine was just too small for the class.
    \nChassis: Large diameter round and square tubular frame with light alloy sheet riveted and bonded to it, forming stressed undertray and bulkheads.
    \nSuspension: Independent by unequal length wide based wishbones, anti-roll bar and adjustable coil spring\/shock units in the front. Trailing radius arms with single top links, reversed lower wishbones, anti-roll bar and adjustable coil spring\/shock units at the rear.
    \nBrakes: Dual circuit Girling discs all around.
    \nBody: Four section polyester resin with integral brake and radiator ducting and side sections housing twin fuel tanks.
    \nEngine: Traco Oldsmobile 4.5 Litre V-8 standard with Hewland LG4 speed gearbox.
    \nDimensions: Wheelbase 91 inches, front track 51 inches, rear track 51 inches.\u201d<\/p>\n

    <\/strong><\/p>\n

    Figure 1.Editors photography of early McLaren in the paddock of the Llandow race track in the late 1960\u2019s<\/p>\n

    <\/p>\n

    Figure 2. Contrasting competition the McLaren alongside the Le Mans Aston Martin at Llandow; editors photograph<\/p>\n

    F1<\/strong><\/p>\n

    McLaren entered F1 not long after Lotus by which time Bruce had gained useful experience with Cooper.<\/p>\n

    Some of the early cars included the:-<\/p>\n

    Early F1 cars included the M2B, M4B & M14A<\/p>\n

    Here we look at the Bruce McLaren era when Lotus were competing but also acknowledge the evolution of the brand and subsequent very successful cars.<\/p>\n

    From the net:-<\/p>\n

    \u201cM7A<\/strong><\/p>\n

    \n
    • Year 1968<\/li>\n
    • Race wins 3<\/li>\n
    • Series Formula 1<\/li>\n<\/ul>\n

      The elegant M7A tends to be mistaken for the first single seater McLaren that was designed specifically for Formula 1, doubtless because it was the first to succeed. It was another product of the fruitful Robin Herd\/Gordon Coppuck pairing.<\/p>\n

      Like the M6A the new car proved a winner not just first time out but on its first two outings. Bruce won the 1968 Daily Mail Race of Champions at Brands Hatch in March, and the following month Denny fought back from a problem when a stone smashed a lens in his goggles,\u00a0to win the Daily Express International Trophy race at Silverstone. Both were non-championship events, but the M7A was to make the McLaren marque a Grand Prix winner that season, too.<\/p>\n

      Herd conceived McLaren\u2019s first Ford Cosworth DFV\u2014powered contender around a simple, three-quarter length monocoque, following Lotus\u2019s lead in using the V8 as a structural element. Transmission was provided by a standard Hewland DGSOO five-speed transaxle.<\/p>\n

      The chassis was of the so-called bathtub type, open to the top in the fashion of the Lotus 25, and was skinned mainly in 22-gauge L72 aluminium sheet or, in a few places, 20-gauge magnesium sheet, which was riveted and bonded to three internal 20-gauge steel bulkheads. 40 gallons of fuel were distributed between four rubber bag tanks, one each longitudinally on either side of the tub, another behind the driver\u2019s seat, and the fourth in the scuttle. Sleek glass-fibre bodywork completed the attractive package. Other notable points were the use of Lockheed brakes, at a time when every other British team opted for Girling.<\/p>\n

      The suspension was conventional and derived from the M6A\u2019s, via outboard coil spring\/dampers units both ends and single lateral links and trailing arms at the front and single lateral top links, reversed lower wishbones and twin radius rods at the rear.<\/p>\n

      There was a story behind the suspension, for Herd had left McLaren to join Cosworth shortly after drawing the M7A\u2019s chassis. Bruce had schooled him in the rigours of applying his impressive aerospace knowledge to the practicalities of motor racing, and felt aggrieved when his design prot\u00e9g\u00e9 upped and left. It was left to Coppuck to do the detail design on the suspension, after Bruce had largely been responsible for the geometry\u201d<\/p>\n

      <\/strong><\/p>\n

      Figure 3.McLaren.From top down: M7c [1969], M14 [1974], M19A [1971] and M19C [1972]<\/p>\n

      The McLaren 9A is worthy of detailed study in relation to Lotus [tech spec from Twite]<\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n

      Marque<\/td>\n	McLaren<\/strong><\/td>\n<\/tr>\n
      model<\/td>\n	M9A<\/td>\n<\/tr>\n
      year<\/td>\n	<\/td>\n<\/tr>\n
      Engine \/Cyli<\/td>\n	Ford V8<\/td>\n<\/tr>\n
      Bore \/Stroke<\/td>\n	85.6 x 64.8 mm<\/td>\n<\/tr>\n
      CC<\/td>\n	2995 cc<\/td>\n<\/tr>\n
      Valve Gear<\/td>\n	twin ohc<\/td>\n<\/tr>\n
      Comp Ratio<\/td>\n	11 to 1<\/td>\n<\/tr>\n
      Carburettors<\/td>\n	Lucas fuel injection<\/td>\n<\/tr>\n
      Max.Power<\/td>\n	430 at 10,000 rpm<\/td>\n<\/tr>\n
      Trans\/Gears<\/td>\n	McLaren-Hewland four wheel drive 5-speed<\/td>\n<\/tr>\n
      Front Brakes<\/td>\n	Girling disc 11.5in dia<\/td>\n<\/tr>\n
      Rear Brakes<\/td>\n	Girling disc 11.5in dia<\/td>\n<\/tr>\n
      Steering<\/td>\n	rack and pinion<\/td>\n<\/tr>\n
      Front Susp’<\/td>\n	double wishbone inboard coil spring dampers<\/td>\n<\/tr>\n
      Rear Susp’<\/td>\n	double wishbone inboard coil spring dampers<\/td>\n<\/tr>\n
      Chassis<\/td>\n	aluminium monocoque<\/td>\n<\/tr>\n
      Wheel base<\/td>\n	7ft-11in<\/td>\n<\/tr>\n
      Front Track<\/td>\n	4ft-11in<\/td>\n<\/tr>\n
      Rear Track<\/td>\n	4ft-11in<\/td>\n<\/tr>\n
      O’length<\/td>\n	13ft-6in<\/td>\n<\/tr>\n
      O’width.body<\/td>\n	3ft<\/td>\n<\/tr>\n
      Kerb weight<\/td>\n	1250 lb<\/td>\n<\/tr>\n
      Front Tyres<\/td>\n	13in<\/td>\n<\/tr>\n
      Rear Tyres<\/td>\n	13in<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n <\/strong><\/p>\n Figure 4. Editors front three quarter sketch of McLaren M23<\/p>\n <\/p>\n Figure 5. Part working drawing sketch by editor<\/p>\n <\/p>\n Figure 6. \u201cSmoking tyres\u201d<\/p>\n <\/p>\n Figure 7.Editors sketch tracing the successful evolution of the McLaren brand with the MP4<\/p>\n Indianapolis<\/strong><\/p>\n McLaren enjoyed some success at Indianapolis some of the cars competing included the:-<\/p>\n M15A 1970<\/p>\n M16A 1971<\/p>\n Can-Am<\/strong><\/p>\n Both as driver and owner McLaren did extremely well in Can-Am through the 1960\u2019s.<\/p>\n Twite informs us that the purse for winning in 1969 was in excess of $1million.<\/p>\n McLaren entered a succession of cars that evolved.<\/p>\n It\u2019s worth noting they also sold variants to private entrants.<\/p>\n From the net:-<\/p>\n M8A \u2013 1968 \n<\/strong> \u201cThe 1968 Can-Am works cars were further developments of the very successful M6A design and were again kept as simple as possible, employing single curvature panelling and square tube sections in the monocoque, which now used the engine as a partially stressed structural member. Three cars were built, dominating the series with Denny winning the championship. \nChassis: Aluminium alloy and magnesium panelling monocoque based on steel bulkheads and using the Chevrolet engine as a partially stressed structural member stiffening the rear bay. \nSuspension: Single top link with radius arm, lower wishbone, anti-roll bar and coil spring\/shock units in front. Twin radius arms with single top link, reversed lower wishbone and coil spring units at rear. McLaren cast magnesium wheels 15 x 10 front and 15 x 15 rear. \nBrakes: Lockheed discs all around, 12 inch diameter with 17\/3P calipers and dual aerodynamic surfaces. \nBody: Reinforced polyester resin panelling. \nEngine: Chevrolet V-8 with 4 speed Hewland transaxle. \nDimensions: Wheelbase 94 inches, front track 57.6 inches, rear track 56 inches.\u201d<\/p>\n <\/p>\n Figure 8. Editors sketch working drawing of late Can Am car in its papaya livery<\/p>\n Formula 5000<\/strong><\/p>\n Like Lotus McLaren produced at F5000 specification car.<\/p>\n Tech spec from Twite.<\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n model<\/td>\n M9A<\/td>\n<\/tr>\n year<\/td>\n <\/td>\n<\/tr>\n Engine \/Cyli<\/td>\n Ford V8<\/td>\n<\/tr>\n Bore \/Stroke<\/td>\n 85.6 x 64.8 mm<\/td>\n<\/tr>\n CC<\/td>\n 2995 cc<\/td>\n<\/tr>\n Valve Gear<\/td>\n twin ohc<\/td>\n<\/tr>\n Comp Ratio<\/td>\n 11 to 1<\/td>\n<\/tr>\n Carburettors<\/td>\n Lucas fuel injection<\/td>\n<\/tr>\n Max.Power<\/td>\n 430 at 10,000 rpm<\/td>\n<\/tr>\n Trans\/Gears<\/td>\n McLaren-Hewland four wheel drive 5-speed<\/td>\n<\/tr>\n Front Brakes<\/td>\n Girling disc 11.5in dia<\/td>\n<\/tr>\n Rear Brakes<\/td>\n Girling disc 11.5in dia<\/td>\n<\/tr>\n Steering<\/td>\n rack and pinion<\/td>\n<\/tr>\n Front Susp’<\/td>\n double wishbone inboard coil spring dampers<\/td>\n<\/tr>\n Rear Susp’<\/td>\n double wishbone inboard coil spring dampers<\/td>\n<\/tr>\n Chassis<\/td>\n aluminium monocoque<\/td>\n<\/tr>\n Wheel base<\/td>\n 7ft-11in<\/td>\n<\/tr>\n Front Track<\/td>\n 4ft-11in<\/td>\n<\/tr>\n Rear Track<\/td>\n 4ft-11in<\/td>\n<\/tr>\n O’length<\/td>\n 13ft-6in<\/td>\n<\/tr>\n O’width.body<\/td>\n 3ft<\/td>\n<\/tr>\n Kerb weight<\/td>\n 1250 lb<\/td>\n<\/tr>\n Front Tyres<\/td>\n 13in<\/td>\n<\/tr>\n Rear Tyres<\/td>\n 13in<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Learning Opportunities<\/strong><\/p>\n Our learning \/educational opportunities are intended to be challenging thought provoking and requiring additional research and\/or analysis.<\/p>\n These opportunities are particularly designed for a museum\/education centre location where visitors would be able to enjoy access to all the structured resources available in conjunction with any concurrent exhibition.<\/p>\n In this instance we suggest the following might be appropriate:-<\/p>\n \n At one point McLaren competed in F1\/GP, Indianapolis and Can-Am, which other motoring brands have achieved this?<\/li>\n What would Bruce McLaren have learnt from driving the Ford GT40?<\/li>\n In detail explain McLaren success in Can-Am, what did they earn?<\/li>\n McLaren produced customer cars what did this contribute to motorsport?<\/li>\n McLaren have employed some of the greatest F1 designers, benchmark these in particular examine Gordon Murray<\/li>\n Some of the McLaren cars were built by Trojan at Purley Way, Croydon; what operation was this? Study the economic geography and archaeology<\/li>\n McLaren used some very high tech materials in their monococque chassis , list and describe these<\/li>\n Compare the McLaren M6 GT Coupe with the P1<\/li>\n<\/ul>\n Exhibitions, Education, Economics and Entertainment<\/strong><\/p>\n In the museum context the editors believe that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n For these reasons our suggested outline Business Plan includes provision for promoting products and services which share Chapman\u2019s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman\u2019s designs in period. It\u2019s suggested there will be catalogue for on line purchasing.<\/p>\n In this instance we suggest the following might be appropriate:-<\/p>\n \n McLaren the \u201cOrange Blossom Special\u201d<\/li>\n Bruce McLaren: The Mandarin Orange<\/li>\n McLaren: the orange oracle<\/li>\n McLaren & the House of Orange<\/li>\n Bruce McLaren & the Orange Men<\/li>\n McLaren: Speedy Kiwi<\/li>\n McLaren:Kiwi takes flight<\/li>\n McLaren Kings of Can-Am<\/li>\n Big Bangers & Cash :McLaren & Can-Am<\/li>\n<\/ul>\n Conclusion<\/strong><\/p>\n Henry<\/p>\n \u201cBy the start of 1970 Bruce McLaren had established himself as a respected and prosperous businessman as well as an accomplished racing driver. The team was launching an assault on the Indianapolis 500, his plans for an exclusive high performance road car were nearing fruition, and he was happily married with a young daughter\u2026.<\/p>\n Although not the fastest driver of his time, he had consolidated a reputation for absolute consistency and dependability \u201c<\/p>\n \u201cBruce Leslie McLaren was a brilliant combination of driver, designer, engineer and car-builder. There were others who were better drivers, designers or engineers but there was none who combined these talents as successfully as Bruce\u201d<\/p>\n The test and development driver must have the correct mentality and behavioural patterns including consistency and discipline.<\/p>\n Bruce McLaren was versatile demonstrating achievement at different levels from F1 to Le Mans and Can-Am.In addition he was known to be sincere and possessed of good manners with a sense of humour and relaxed. But he was also disciplined.<\/p>\n He recognised the commercial importance of racing in America.<\/p>\n He commented of their cars:-<\/p>\n \u201cAnd this is why our cars are so good-they are well engineered\u201d<\/em><\/p>\n And this particularity applied to attention to detail.<\/p>\n Bruce McLaren provides some deserved comparison with Chapman and Lotus [see detailed checklist \/benchmarking criteria below]<\/p>\n Both:-<\/p>\n \n Qualified academic engineers, exceptional drivers and entrepreneurs<\/li>\n Raced in diverse classes in America, Europe and Tasman<\/li>\n Sold customer cars<\/li>\n Employed some enormous design talent overlapped in construction of cars including the 4 wheel drive.<\/li>\n Both brands continue to the present with iconic road cars and considerable legacy<\/li>\n These two men died too young and might have gone on to greater achievement.<\/li>\n<\/ul>\n A Trust has been set up to honour Bruce McLaren-see appendix below for details.<\/p>\n <\/strong><\/p>\n Figure 9.\u201dMcLaren Racing published by the team then based at Colnbrook, Bucks, UK.<\/p>\n Appendix 1<\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n Colin Chapman’s Achievement<\/strong><\/td>\n<\/tr>\n F1 Constructors & Drivers Championship<\/td>\n<\/tr>\n Indianapolis<\/td>\n<\/tr>\n Le Mans<\/td>\n<\/tr>\n British Club level<\/td>\n<\/tr>\n Single seat formula below F1<\/td>\n<\/tr>\n Iconic Road cars<\/td>\n<\/tr>\n Patents<\/td>\n<\/tr>\n Technical \/engineering innovations<\/td>\n<\/tr>\n Development of human talent<\/td>\n<\/tr>\n Facilitation & sponsorship<\/td>\n<\/tr>\n Aesthetic appreciation<\/td>\n<\/tr>\n Product Design<\/td>\n<\/tr>\n Consultancy<\/td>\n<\/tr>\n Design Methodology<\/td>\n<\/tr>\n Legacy, continuity, heritage<\/td>\n<\/tr>\n Impact on popular culture<\/td>\n<\/tr>\n Contribution to British economy<\/td>\n<\/tr>\n Significant Awards<\/td>\n<\/tr>\n Documentation, books & articles etc.<\/td>\n<\/tr>\n Archive<\/td>\n<\/tr>\n Preservation<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Appendix:2 McLaren cars <\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n Type No<\/td>\n Category<\/td>\n Designer<\/td>\n Engine<\/td>\n <\/td>\n<\/tr>\n M1A<\/td>\n Group 7<\/td>\n <\/td>\n Ford & Chevrolet V8<\/td>\n <\/td>\n<\/tr>\n M1B<\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M1C<\/td>\n Can Am<\/td>\n <\/td>\n <\/td>\n Coustomer<\/td>\n<\/tr>\n M2A<\/td>\n <\/td>\n Robin Herd<\/td>\n <\/td>\n <\/td>\n<\/tr>\n M2B<\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M3<\/td>\n Formula Libre<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M4A<\/td>\n F2\/3<\/td>\n Robin Herd<\/td>\n <\/td>\n <\/td>\n<\/tr>\n M5A<\/td>\n F1<\/td>\n Robin Herd<\/td>\n BRM V12<\/td>\n Coustomer<\/td>\n<\/tr>\n M6A<\/td>\n Can Am<\/td>\n <\/td>\n Chevrolet V8<\/td>\n <\/td>\n<\/tr>\n M6B<\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M6GT<\/td>\n Coupe<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M7A<\/td>\n F1<\/td>\n Robin Herd<\/td>\n <\/td>\n <\/td>\n<\/tr>\n M7B<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n Experimental<\/td>\n<\/tr>\n M7C<\/td>\n F5000<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M7D<\/td>\n <\/td>\n <\/td>\n Alfa Romeo<\/td>\n <\/td>\n<\/tr>\n M8A<\/td>\n Can Am<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M8B<\/td>\n Can Am<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M8C<\/td>\n <\/td>\n <\/td>\n <\/td>\n Coustomer<\/td>\n<\/tr>\n M8D<\/td>\n Can Am<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M8E<\/td>\n Can Am<\/td>\n <\/td>\n <\/td>\n Coustomer<\/td>\n<\/tr>\n M8F<\/td>\n Can Am<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M8FP<\/td>\n Can Am<\/td>\n <\/td>\n <\/td>\n Coustomer<\/td>\n<\/tr>\n M9A<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n Experimental 4×4<\/td>\n<\/tr>\n M10A<\/td>\n Formula A\/5000<\/td>\n G.Coppuck<\/td>\n <\/td>\n <\/td>\n<\/tr>\n M10B<\/td>\n Formula A\/5000<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M11<\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M12<\/td>\n Can Am<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M13<\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M14A<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M14D<\/td>\n <\/td>\n <\/td>\n Alfa Romeo V8<\/td>\n <\/td>\n<\/tr>\n M15A<\/td>\n Indianapolis<\/td>\n G.Coppuck<\/td>\n Offenhauser turbo<\/td>\n <\/td>\n<\/tr>\n M16A<\/td>\n Indianapolis<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M16B<\/td>\n Indianapolis<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M16C<\/td>\n Indianapolis<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M16C\/D<\/td>\n Indianapolis<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M16E<\/td>\n Indianapolis<\/td>\n John Barnard<\/td>\n <\/td>\n <\/td>\n<\/tr>\n M17<\/td>\n Abandoned<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M18<\/td>\n Formula 5000<\/td>\n <\/td>\n <\/td>\n Coustomer<\/td>\n<\/tr>\n M19A<\/td>\n F1<\/td>\n Ralph Bellamy<\/td>\n Cosworth DFV<\/td>\n <\/td>\n<\/tr>\n M20<\/td>\n Can Am<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M21<\/td>\n F2<\/td>\n Ralph Bellamy<\/td>\n <\/td>\n <\/td>\n<\/tr>\n M22<\/td>\n Formula 5000<\/td>\n <\/td>\n <\/td>\n Coustomer<\/td>\n<\/tr>\n M23<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M24<\/td>\n Indianapolis<\/td>\n <\/td>\n Cosworth DFX<\/td>\n <\/td>\n<\/tr>\n M25<\/td>\n Formula 5000<\/td>\n John Barnard<\/td>\n <\/td>\n still-born<\/td>\n<\/tr>\n M26<\/td>\n F1<\/td>\n G.Coppuck<\/td>\n <\/td>\n <\/td>\n<\/tr>\n M27<\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M28<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M29<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n M30<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n MP4\/1<\/td>\n F1<\/td>\n John Barnard<\/td>\n <\/td>\n <\/td>\n<\/tr>\n MP4\/1B<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n MP4\/1C<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n MP4\/1D<\/td>\n F1<\/td>\n <\/td>\n TAG-Porsche<\/td>\n turbo test car<\/td>\n<\/tr>\n MP4\/1E<\/td>\n F1<\/td>\n <\/td>\n TAG-Porsche<\/td>\n interim<\/td>\n<\/tr>\n MP4\/2<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n MP4\/2B<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n MP4\/2C<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n MP4\/3<\/td>\n F1<\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Appendix 3<\/strong><\/p>\n The Bruce McLaren Trust<\/strong><\/p>\n The Bruce McLaren Trust was publicly launched at Wings & Wheels, Whenuapai, Auckland in March 1997. In July 1990 a small memorial trust had been formed to honour Bruce. Upon its closure in 1995, it was realised by the McLaren family and Ross Jensen that there was a need to form a permanent trust. Therefore in response to repeated demands to commemorate Bruce McLaren\u2019s achievements and honour him as one of New Zealand\u2019s international heroes, the new Trust was formed by Ross Jensen and Bruce\u2019s younger sister Jan McLaren. The overall purpose of the Bruce McLaren Trust is to be a living working memorial to Bruce McLaren and the McLaren Team heritage. Bruce McLaren was born in Auckland, New Zealand in 1937 and was killed tragically whilst testing one of his cars at Goodwood circuit, England in June 1970. From the young school boy with Perthes Disease, strapped to a metal frame at the Wilson Home in Takapuna, Auckland, to a world class international motor racing driver, engineer and designer whose name is still used in Formula 1 motor racing today, is a remarkable achievement. With fellow New Zealanders, Denny Hulme and Chris Amon, Bruce took on the might of the international motor racing world and triumphed with enormous success. It was all about team work and there is no doubt that Bruce and his team did for New Zealand and New Zealand motorsport in the 1960s and 1970s what Sir Peter Blake and Team Black Magic have done for New Zealand and New Zealand yachting<\/p>\n Reference:<\/strong><\/p>\n McLaren Sports Racing Cars.Friedman.MBI.2000.<\/em><\/p>\n ISBN: 0760367245<\/em><\/p>\n Bruce McLaren.Ludvisgsen.Haynes.2001.<\/p>\n ISBN: 1869708248<\/p>\n McLaren 50 Years of Racing.Hamilton&Fearnley.Prestel.2013.<\/em><\/p>\n ISBN: 9793791365169<\/em><\/p>\n Bruce McLaren.Young.Patrick Stephens.1995.<\/em><\/p>\n ISBN: 1852605111<\/em><\/p>\n McLaren- A Racing History.Williams.Crowood.1991.<\/p>\n ISBN: 1852236035<\/p>\n McLaren.Nye.Guild.1988.<\/p>\n The Worlds Racing Cars.Twite.Macdonald.1971<\/p>\n SBN: 356031551<\/p>\n A-Z of Formula Racing Cars.Hodges.Bayview.1990.<\/p>\n ISBN: 1870979168<\/p>\n Famous Racing Cars.Nye.Guild.1989.<\/p>\n Classic Racing Cars.Posthumus.Hamlyn.1977.<\/p>\n ISBN: 0600319091<\/p>\n Please note the editors of the A&R attempt to give the broadest spectrum of references but not all are available for consultation in an article. However by noting their existence it may assist students in their research.<\/em><\/p>\n *Items in italics non A&R library books.<\/em><\/p>\n","protected":false},"excerpt":{"rendered":" The Colin Chapman design peers series:- Bruce McLaren-\u201cHey Mr. Tangerine Man\u201d Len Terry on Bruce McLaren:- Best combination of driver and development man First class engineer Paid attention to details tenaciously Relatively conservative Undertook pains taking development Committed to long term evolution Ludvigsen:- \u201cHe was not a large man but a bigger heart and victory […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":280,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_mi_skip_tracking":false,"footnotes":""},"_links":{"self":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/3485"}],"collection":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages"}],"about":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=3485"}],"version-history":[{"count":1,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/3485\/revisions"}],"predecessor-version":[{"id":3497,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/3485\/revisions\/3497"}],"up":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/280"}],"wp:attachment":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=3485"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}