Has anybody seen a photo of the flowviz test done with the new FW ??
I saw it on TV briefly.
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Team: Eric Boullier (RD), Jonathan Neale (COO), Neil Oatley (Director of Design & Development), Tim Goss (TD), Simon Roberts (OD), Matt Morris (Engineering Director), Peter Prodromou (CE), Paul James (TM), Guillaume Cattelani (HA), Stephen Watt (Head of Engineering), Marianne Hinson (Head of Aerodynamic Design and Technology), Christian Schramm (Head of Racing Technology), Philip Prew (CE), Mark Ingham (Head of Design), Kari Lammenranta (CM)
Drivers: Fernando Alonso (14), Stoffel Vandoorne (2)
Team name: McLaren Honda
If you look at update only main plane's inboard section is divided, vortex generating upper flaps remains same with three element with one divided. The front wing's outboard section creates outwash, middle section generate downforce and inboard section is dedicated to generating y250 vortex, so update to only inboard section of front wing has to be about management of y250 vortex.wesley123 wrote: ↑24 Oct 2017, 09:36Injecting air from top to bottom would reduce the pressure difference, and a vortex is largely based on this pressure difference. Thus, more slots=weaker vortex. It's main advantage here, and this is why Ferrari and Mercedes have a small upward shape here, is that it will allow the vortex to properly exist as air will be injected as it's effectiveness will change as the pitch changes. This is why front wings have 6 elements nowadays.BloodLad91 wrote: ↑23 Oct 2017, 14:09The slots are squeezing air at the divided bottom elements creating higher pressure and there is lower pressure behind top wing elements where airflow will accelerate strengthening y250 vortex
Which is exactly what I said. It is about managing the vortices in this area, and in this case it's aim would be to reduce the pitch sensitivity that is a big problem with front wings these days.BloodLad91 wrote: ↑24 Oct 2017, 14:09If you look at update only main plane's inboard section is divided, vortex generating upper flaps remains same with three element with one divided. The front wing's outboard section creates outwash, middle section generate downforce and inboard section is dedicated to generating y250 vortex, so update to only inboard section of front wing has to be about management of y250 vortex.wesley123 wrote: ↑24 Oct 2017, 09:36Injecting air from top to bottom would reduce the pressure difference, and a vortex is largely based on this pressure difference. Thus, more slots=weaker vortex. It's main advantage here, and this is why Ferrari and Mercedes have a small upward shape here, is that it will allow the vortex to properly exist as air will be injected as it's effectiveness will change as the pitch changes. This is why front wings have 6 elements nowadays.BloodLad91 wrote: ↑23 Oct 2017, 14:09
The slots are squeezing air at the divided bottom elements creating higher pressure and there is lower pressure behind top wing elements where airflow will accelerate strengthening y250 vortex
The intention of the revised wing is to optimize the two main flow structures we’ve already alluded to, with two small slots placed in proximity of the Y250 vortex - one in the secondary element of the mainplane and another in the upper element (highlighted in yellow).
This is an effort by the designers to alter its position and vorticity, inline with changes made to the bargeboards in the last few races.
The outboard section of the wing has been treated similarly, with two slots added to the inner footplate section (highlighted in yellow), injecting flow under the wing from the loaded side.
The inner fluted canards have been altered too (see inset for comparison), their shape now requiring only a single anchoring point on the inside of the endplate.
The wing, which is part of McLaren's 2018 development package, was dubbed as "great" and a major step, by Alonso and, despite Stoffel Vandoorne having only limited running with it, earned a positive reception from the Belgian as well.
I read article by technicleformula1 and your right the update weakens vortex, couldn't understand why any team would do that since all i hear how important it is, sorry about previous comments i'm not well versed in f1 aero, so don't take my comment too seriously.wesley123 wrote: ↑24 Oct 2017, 17:27Which is exactly what I said. It is about managing the vortices in this area, and in this case it's aim would be to reduce the pitch sensitivity that is a big problem with front wings these days.BloodLad91 wrote: ↑24 Oct 2017, 14:09If you look at update only main plane's inboard section is divided, vortex generating upper flaps remains same with three element with one divided. The front wing's outboard section creates outwash, middle section generate downforce and inboard section is dedicated to generating y250 vortex, so update to only inboard section of front wing has to be about management of y250 vortex.wesley123 wrote: ↑24 Oct 2017, 09:36
Injecting air from top to bottom would reduce the pressure difference, and a vortex is largely based on this pressure difference. Thus, more slots=weaker vortex. It's main advantage here, and this is why Ferrari and Mercedes have a small upward shape here, is that it will allow the vortex to properly exist as air will be injected as it's effectiveness will change as the pitch changes. This is why front wings have 6 elements nowadays.
There's a lot of details that we miss, the things that get talked about are the obvious bits, but I see a lot of geometric optimization in the new wing. Frankly I don't think teams have even scratched the surface with what's possible with these new regulations.
To see the level of development we do now, in only the first year of the current regs, is fascinating. Teams are able to validate and manufacture at ever faster rates, it would seem. The complexity of the serrations and smaller surfaces might keep increasing. Will be interesting to see what next season reveals.godlameroso wrote: ↑27 Oct 2017, 23:01There's a lot of details that we miss, the things that get talked about are the obvious bits, but I see a lot of geometric optimization in the new wing. Frankly I don't think teams have even scratched the surface with what's possible with these new regulations.
Alonso said that Mclaren brought some new suspension parts in the last few races, probably 2018 parts, have anyone see something in the photos?godlameroso wrote: ↑27 Oct 2017, 23:21Oh we're going full bird car. In fact I should make a topic about it in the aero section, though I doubt anyone agrees with me.
