https://streamable.com/4wbx4_cerber1 wrote: ↑14 May 2019, 13:38Link?Dipesh1995 wrote: ↑14 May 2019, 13:34James key pretty much confirmed that the current solution isn't the optimal one and that the Red Bull version is better in his interview with chandhok.
How to open this file?Bisonas wrote: ↑14 May 2019, 14:22https://streamable.com/4wbx4_cerber1 wrote: ↑14 May 2019, 13:38Link?Dipesh1995 wrote: ↑14 May 2019, 13:34James key pretty much confirmed that the current solution isn't the optimal one and that the Red Bull version is better in his interview with chandhok.
James Key explaining the MCL FW, What they need to do from now on, and which team is doing it better atm.
always mistaking that. Always learning.
IMO, the term "Mechanical grip" refers to the traction you get without aero aid. Aero tweaks will help with slow speed traction at certain speeds but will not improve your underlying mechanical grip. The only way to improve your mechanical grip is by making suspension changes.Jolle wrote: ↑14 May 2019, 11:40Mostly chassis and suspension. A ton of downforce helps as well, which doesn’t have to be efficient. Oh and good drivability, with the current PU’s, having lots of electric power from the apex.Nivedanm wrote: ↑14 May 2019, 10:51Just a quick question to aero/mech engineers out there. What gives a car the advantage in low speed corners? Mechanical grip enabled by suspension and chassis setup or aero configuration of the car? What does one have to do to improve low speed corners? Aero tweaks or suspension adjustments and chassis setup with a different ballast placement?
The team has to be really careful, tire wake management is why the outwash design exists... And I would argue that managing the wake is more important than Downforce since the TW (Tire Wake) can create havoc to the rest of the aero in the car and make it completely unpredictable (just like in 2018).Xero wrote:They have gone more towards the same direction as Ferrari, but it's going for more out-wash, not in-wash.
Will be interesting to see if McLaren do some more extensive back to back tests with the old front wing, which can have the outboard section adjusted relatively high to create more frontal downforce. Maybe they're at a point where need to start sacrificing tyre wake management in order to get the front downforce they clearly need?
I can't remember seeing any comments from the weekend suggesting a change in the car's balance with the upgrade? I think tyre temp issues may have masked any improvements.
Thank you for the link!Bisonas wrote:https://streamable.com/4wbx4_cerber1 wrote: ↑14 May 2019, 13:38Link?Dipesh1995 wrote: ↑14 May 2019, 13:34James key pretty much confirmed that the current solution isn't the optimal one and that the Red Bull version is better in his interview with chandhok.
James Key explaining the MCL FW, What they need to do from now on, and which team is doing it better atm.
Absolutely. I made the same point a few pages back, tire wake management has been focus #1 for them this year, given last. Hearing Key's comments in that interview, they are still some way off the front downforce levels they need, but it sounds like that will be a continued area of improvement throughout the season.SmallSoldier wrote: ↑14 May 2019, 15:17The team has to be really careful, tire wake management is why the outwash design exists... And I would argue that managing the wake is more important than Downforce since the TW (Tire Wake) can create havoc to the rest of the aero in the car and make it completely unpredictable (just like in 2018).Xero wrote:They have gone more towards the same direction as Ferrari, but it's going for more out-wash, not in-wash.
Will be interesting to see if McLaren do some more extensive back to back tests with the old front wing, which can have the outboard section adjusted relatively high to create more frontal downforce. Maybe they're at a point where need to start sacrificing tyre wake management in order to get the front downforce they clearly need?
I can't remember seeing any comments from the weekend suggesting a change in the car's balance with the upgrade? I think tyre temp issues may have masked any improvements.
The team was also suffering from understeer and not enough DF from the front wing (reason why it was running their low drag Rear Wing at the beginning of the season), this new wing allowed them to go for a higher downforce rear wing and kept the car balanced (which is a win for the team).
If there was a problem this weekend was with rear grip, which could be a more mechanical issue and also temperature related (the team seemed to be better on the lower temperatures of FP1).
But, so far the wing seems to be doing exactly what was needed of it, increase front downforce, while managing the outwash... They will need to keep refining it until they bring their next concept.
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Yep, good point... In China, Q3 was a bridge too far, with zero chance of making it through. But here they were tantalisingly close to Q3. Also, issues this weekend seemed to be the rear of the car, which we didn’t have much problems with until race day. There must be some factors, or combination of factors which were unique to race day conditions. The Soymotor site says today’s running is with special emphasis to S3, in preparation for Monaco. Hoping they find a breakthrough.
chrisgr wrote: ↑14 May 2019, 17:26https://as.com/motor/2019/05/13/formula ... 15842.html "stole" it from RBR thread. We must be doing something right..
@ “stole”If they are trying different things, it is normal to have a low lap count since they have to stop to make the changes... Going for lap after lap isn’t useful either unless you are trying to learn tire behavior during an stint and behavior with different load / fuel levels.Ground Effect wrote:Lap count doesn’t reflect a team searching for answers.
