hopefully, it´s not a repeat of the Hungary performance.
If they turn up with a similar setup, they are going to have a hard time in Singapore.
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McLaren have chosen some interesting design routes on their new competitor. In addition to our own technical analysis, McLaren's Tim Goss and Paddy Lowe explain why some decisions have been made in light of the regulation changes.
Leaving ethical stuff aside it was noted by mods several times that threads in this forum are devoted to specific car development and not relative performance between teams.kalinka wrote:...
Exactly!timbo wrote:Leaving ethical stuff aside it was noted by mods several times that threads in this forum are devoted to specific car development and not relative performance between teams.kalinka wrote:...
segedunum wrote: If the system works as it should then they should be able to run enough wing to fit the system and the level of wing they run should not compromise them. They obviously can't do it. The normal 'tea tray' wings we normally see at Monza should bear no relation to the wing that McLaren could run at Monza if the F-duct system worked as it should.
as said elsewhere in this forum. they surley would of benefited much more from having a wing somewhere inbetween what jenson and lewis ran, whilt aslso f-ducting it.ringo wrote:segedunum wrote: If the system works as it should then they should be able to run enough wing to fit the system and the level of wing they run should not compromise them. They obviously can't do it. The normal 'tea tray' wings we normally see at Monza should bear no relation to the wing that McLaren could run at Monza if the F-duct system worked as it should.
Damn all that flow vis and pitot rake time wasting nonsense!
The F duct is working everywhere and it's delivering the lap times.
My idea too. It looks like McLaren has one F-ducs rear wing which - as far as I can tell - is not adjustable. In previous years there were alway holes in the endplates of the rear wing which allowed different mounting positions to adjustment the rake, but that doesn't seem to be the case this year. As far as I can tell, the wing was as steep at Monza as it was in Monaco.ell66 wrote:As said elsewhere in this forum. they surley would of benefited much more from having a wing somewhere inbetween what jenson and lewis ran, whilt aslso f-ducting it.
the only explanation would be that they simply cant do this.
yes, a big one too i seem to remember.Holm86 wrote:Didnt Whitmarsh talk about a total new aero package for singapore at somepoint just after the summerbreak??
And about the bumpy track wasnt istanbull also a bumpy track?? mclaren did just fine there.
I think this is the point. If the f-duct is 100% effecient, then you will bung as much downforce on the car as you can. I think Monza proved that it wasn't, but their top speed deficit was not massive even running such a high AoA. I think this proves that the McLaren f-duct works extremely well.SiLo wrote:That proves just how efficient their car is through the air, they can run Monaco spec downforce at Monza!
I think ringo and myself have said before that the way that McLaren feed the wing seems to make it more difficult to build a low AoA version. I don't think it's adjustable at the track either, but I could be wrong about that. Anyway, my point is that, given it's efficiency, the wing can be set for maximum downforce on any circuit.thedutchguy wrote:It looks like McLaren has one F-ducts rear wing which - as far as I can tell - is not adjustable.
