Matthew Jeffreys challenges Gordon Murray’s account of the McLaren MP4/4

I must confess I have a lot to be thankful to Gordon Murray for in keeping the ‘who designed the MP4/4’ debate alive and kicking. You will be aware, I am sure, of the ongoing ’slight disagreement’ that I, and at least 16 other McLaren colleagues involved with the design of the MP4/4, have had over the years with his version of events and how that car came to be designed.

More to the point, as we have stated on many occasions, it was Steve Nichols (appointed by Gordon, by the way), who as chief designer was 100% responsible for its architecture, layout and overall design. A responsibility conferred on him by both Sir Ron Dennis and Gordon himself in August 1987 – and as described in a memo to the staff written by Gordon (which I still have) outlining everyone’s roles and responsibilities.

You can imagine, therefore, when I saw your article on the Brabham BT55 in the September 2026 issue [Brabham’s flawed lowline turbo: BT55], I read with some trepidation how the article might finish. Sure enough, consistent with form, I wasn’t disappointed. Gordon is quoted as stating how the success of the 4/4 was born out of the failure of the BT55. The problem is, our recollections are not at all aligned with his.

Firstly, neither Steve Nichols nor I (as project leader for the monocoque and front suspension design) have any recollection of Gordon showing us BT55 drawings. We had no reason to see them anyway for a number of reasons, excluding the fact it would have been highly unethical.

The layout of the 4/4 was determined as a consequence of fuel tank volume size, engine shape and height (Honda were well advanced in ’87 with the design of the low crank height allowed by the 5in diameter Tilton clutch) and the drivers’ feet position. The rear end of the car was shaped largely by the MP4/3. In addition, we did not set out to base the car on the 55 – why would we given what a disaster it had been? Can you imagine Steve saying to Ron at the start, “Oh, by the way, we’re basing the design of your new car on the 55”? Er, no…

Secondly, we have no recollection of Gordon ’starting us off’ by showing us the drivers’ seating positions in the 55. I and my colleague Hugh Moran were responsible for the seat-back angle in the monocoque, and therefore the drivers’ seating positions; at no stage did we base it on the 55.

Thirdly, Gordon says, “Prost drove the car and said, ‘I’m not driving like that, I want to be stood up again.’” Again, I think Gordon’s memory may be failing him: both Alain and Ayrton sat in a mock-up of the monocoque in January and February 1988, after which we made the seats that went into MP4/4-02 for the first Imola test on March 23. Alain had a more upright driving position from the word go as, being smaller than Ayrton, the only way he could get his eyeline above the steering wheel and instrument panel was to sit up more compared with Ayrton. Interestingly, even though Alain’s head was about 3in further forward than Ayrton’s, their eye positions were the same height and they remained in those positions for the whole year. See my drawing, above.

So, why am I so thankful to Gordon? Well, one of my hobbies these days is drawing and painting side profiles of F1 cars that are interesting to me and others; of course the 4/4 is also a popular one. See instagram.com/car_profile_art. The debate surrounding the birth of the 4/4 serves as a wonderful way to keep the interest in the public eye and as a result I sell more prints! Moreover, I feel sad that despite the great cars Gordon has done over the years, he is still not able to give credit where it’s due and put Steve in the spotlight for the 4/4.

Matthew Jeffreys, McLaren design engineer 1984-2005

I have just been reading the article about Andy Green’s world record, this time in the JCB Hydromax car [Pulling a fast one, October]. Congratulations to all concerned.

I was amused, however, by the reference to the creative thinking employed by some at the Bonneville Speed Week to switch their car from one class to another by removal of a piston and balancing the crankshaft.

In 1949 Syd Enever of MG and Goldie Gardner were using such tricks to establish multiple international class records in EX 135: Maintaining the Breed – John Thornley. Perhaps others may know of earlier instances. As the Book of Ecclesiastes says, there is nothing new under the sun.

John Clegg, Chadderton

I’m disappointed by Motor Sport’s rankings of the top 10 F1 team-mates [The best of team-mates, August]. The Ferrari combination of Michael Schumacher and Rubens Barrichello should have been number one. Five titles – driver and team, consecutively, 2000-04! This five-year run of driver excellence in combination with Ferrari brilliance may never be matched on the track again.

William Hume, Wisconsin

I’m Canadian and unable to attend many BTCC events, but I was well aware of the stellar career of Jason Plato through the pages of Motor Sport. Your article on the man [From the brink, September], his challenges and recovery was thoughtful, poignant and brave. As was the man himself.

Anthony Jenkins, Stirling, Canada

Regarding your interview with Heinz-Harald Frentzen [For me F1 was a special job, of course it was, but it was just a job, September]: What a nice bloke!

Jon Jeffrey, Llandudno Junction

It’s just occurred to me that, over its history, the Sauber F1 squad has been the factory team for Mercedes, BMW and now Audi. This is surely unique in the annals of motor sport history. They just need Porsche for the full set!

Bryan Caldwell, via email

The photograph of the October 2026 edition [Grand Prix at 60] is wrongly captioned. The dapper Frenchman in the photo is not Yves Montand but my friend Bernard Cahier, the famous photo-journalist. He had a speaking cameo part in the film as a… journalist. He was a good friend of John Frankenheimer and was an adviser on the film.

Another bit of interest in the feature is in the photo. In the background, just to the right of Pete Aron’s helmet, is the bearded face of my friend Peter Ustinov. Peter was a car and racing fan and good friend of Bernard Cahier so no surprise to see him involved in the film.

Dennis Thalmann, Ladenburg, Germany

Regarding Doug Nye’s article in the September edition [Rumblings]. It is worth mentioning that so successful was Ken Miles in his MG Flying Shingle that MG offered him a seat in their EX 182 at Le Mans in 1955. The car, a prototype MGA, finished a respectable 12th thus giving Miles his Le Mans christening.

Alistair Crooks, Victoria, Canada

I have always followed motor sport with an avid interest and never thought I would race cars. Thanks to my good friend Paul Andrew and Mint Motorsport, at 59 I was encouraged to do my ARDS test. I passed despite crashing at Druids at Oulton Park!

I picked up my October copy and saw to my surprise my picture (though at the back) in On the Road. I was the Porsche! It was the cumulation of a childhood dream to see my picture there in your magazine, so thank you. You’re never too old to try, and to have raced on circuits where my heroes have raced is a great experience no matter where I finish. I would encourage any reader who is thinking about it, to have a go. The motor sport community are friendly and engaging.

Paul newsham, Leyland