James Key says McLaren doesn’t seem to have missed anything, based on the AM
https://www.planetf1.com/news/mclaren-j ... tin-amr22/
Should we be cautiously optimistic? Key seems to think that the new solution could be "really really right". My understanding of those words is that they expect a decent performance benefit from the solution, but as always, if you are mistaken or have correlation issues, that could end up being very wrong.Ground Effect wrote: ↑16 Feb 2022, 16:19James Key says McLaren doesn’t seem to have missed anything, based on the AM
https://www.planetf1.com/news/mclaren-j ... tin-amr22/
So I guess there is more to come.“We haven’t been influenced by anything else. And I think, it’s definitely some difficult designs on the car, which I guess we did for good reason. They’ll become more obvious when images of the car more readily available in winter testing. So I think, in that respect, we’ve got some some work on the track to prove that all works mechanically as well as aerodynamically.
I might be projecting, but working with and managing engineers, this was bit of a low key dig at Aston Martin.Ground Effect wrote: ↑16 Feb 2022, 16:19James Key says McLaren doesn’t seem to have missed anything, based on the AM
https://www.planetf1.com/news/mclaren-j ... tin-amr22/
I really liked that he talked in extremes… Is either really right or… That means that compared to previous solutions, this one showed a lot of promise… The previous iteration of the suspension geometry is one that is well known by the team, therefore they can make good comparisons between them.FittingMechanics wrote: ↑16 Feb 2022, 16:57Should we be cautiously optimistic? Key seems to think that the new solution could be "really really right". My understanding of those words is that they expect a decent performance benefit from the solution, but as always, if you are mistaken or have correlation issues, that could end up being very wrong.Ground Effect wrote: ↑16 Feb 2022, 16:19James Key says McLaren doesn’t seem to have missed anything, based on the AM
https://www.planetf1.com/news/mclaren-j ... tin-amr22/
He definitely doesn't think it's no big deal like most pundits said (majority view is that the changes don't really affect much).
So I guess there is more to come.“We haven’t been influenced by anything else. And I think, it’s definitely some difficult designs on the car, which I guess we did for good reason. They’ll become more obvious when images of the car more readily available in winter testing. So I think, in that respect, we’ve got some some work on the track to prove that all works mechanically as well as aerodynamically.
Agreed. You can always play it safe but in order to catch up, you need to take some risk. Hopefully we won't go back in pace . But the fact he was talking in extremes tells me they see a big difference to doing things normally. Why risk it if it is not a big benefit.SmallSoldier wrote: ↑16 Feb 2022, 17:12I really liked that he talked in extremes… Is either really right or… That means that compared to previous solutions, this one showed a lot of promise… The previous iteration of the suspension geometry is one that is well known by the team, therefore they can make good comparisons between them.
If I’m in interpreting Key’s comments correctly, there is a considerable difference between the suspension geometries and it isn’t just due to aero benefits (like Newey using pull rod to help airflow in the diffuser)… This was a change driven by the expected performance gain from the suspension itself, to the point that aero has been accommodated to the change and not the other way around.the EDGE wrote: ↑16 Feb 2022, 21:13As many have said, the choice to Push or Pull really isn't a game changer. Until Newey used pull on the rear suspension for Aero reasons, teams used Push, and it worked just fine. McLaren have simply done a Newey in reverse
As fo the front, the angle of the Pull is a lot more favourable under the new regs that it was the old when Ferrari & McLaren opted for this previously, again this route would have been taken for reasons the made more sense to them than using Push
I believe there is real worry that these new designs will have poorer low speed performance vs. previous. Considering all the hairpin corners through all the tracks in a season, mechanical grip becomes an even more important consideration.SmallSoldier wrote: ↑16 Feb 2022, 21:29If I’m in interpreting Key’s comments correctly, there is a considerable difference between the suspension geometries and it isn’t just due to aero benefits (like Newey using pull rod to help airflow in the diffuser)… This was a change driven by the expected performance gain from the suspension itself, to the point that aero has been accommodated to the change and not the other way around.the EDGE wrote: ↑16 Feb 2022, 21:13As many have said, the choice to Push or Pull really isn't a game changer. Until Newey used pull on the rear suspension for Aero reasons, teams used Push, and it worked just fine. McLaren have simply done a Newey in reverse
As fo the front, the angle of the Pull is a lot more favourable under the new regs that it was the old when Ferrari & McLaren opted for this previously, again this route would have been taken for reasons the made more sense to them than using Push
I’ve read the same… And with the mechanical parts been harder to iterate / improve throughout the season compared to the aero (which is constantly evolving) I can understand why they gave preference to whichever geometry / chassis gave them the most performance with the expectation that they can always improve the aerodynamic performance (even if that means changing concepts).Hoffman900 wrote: ↑16 Feb 2022, 21:38I believe there is real worry that these new designs will have poorer low speed performance vs. previous. Considering all the hairpin corners through all the tracks in a season, mechanical grip becomes an even more important consideration.SmallSoldier wrote: ↑16 Feb 2022, 21:29If I’m in interpreting Key’s comments correctly, there is a considerable difference between the suspension geometries and it isn’t just due to aero benefits (like Newey using pull rod to help airflow in the diffuser)… This was a change driven by the expected performance gain from the suspension itself, to the point that aero has been accommodated to the change and not the other way around.the EDGE wrote: ↑16 Feb 2022, 21:13As many have said, the choice to Push or Pull really isn't a game changer. Until Newey used pull on the rear suspension for Aero reasons, teams used Push, and it worked just fine. McLaren have simply done a Newey in reverse
As fo the front, the angle of the Pull is a lot more favourable under the new regs that it was the old when Ferrari & McLaren opted for this previously, again this route would have been taken for reasons the made more sense to them than using Push