McLaren MCL38

[mwillems]

Unsuprisingly, we are running a very loaded wing. Still with the winglets however so the team are still prepared for that tradeoff between pure downforce and drag. Comparing it to Monaco, The V in the middle of the DRS flap is larger, for instance, along with some curvature on the outer side of the DRS flap compared to Monaco's straight as a ruler leading edge of the DRS flap. This allows the DRS flap to drop a little lower and in theory improve DRS efficiency, except that the main plane is still so large I'm not sure it will. An interesting configuration to try and get downforce and efficiency and balance against DRS requirements at a track with a pretty epic DRS Zone.



Monaco, ignore the purple arrow!

[michl420]

This rear wing has a flap which leading edge curves down on the end (outer 5 cm) now. Similar to the version of mercedes has. Is the benefit more outwash from the under side of the wing or whats the benefit?

[mwillems]

This rear wing has a flap which leading edge curves down on the end (outer 5 cm) now. Similar to the version of mercedes has. Is the benefit more outwash from the under side of the wing or whats the benefit?

If you mean the DRS Flap leading edge(top flap), then it will be loading the rear wing more I believe. Because of this configuration, when DRS is open, the main plane is still pretty loaded, which I suspect is in part down to the fact that the biggest DRS zone starts on a curve which still requires some downforce. As I mentioned, it is interesting because of the way the Main Plane is huge and the DRS flap overlap, but I do suspect that this is to do with the configuration of the DRS "Straight", which is not straight.

You'll often see some DRS Flaps being larger and the main plane smaller to reduce drag under DRS conditions, but the DRS flap is simply larger for load purposes, and the main plan large enough that it produces enough downforce/extracts enough air from the diffuser when the DRS is engaged, something that isn't usually a consideration on a proper "straight"

[FittingMechanics]

Upgrades in Zaandvoort.

[mwillems]

Two wings have been brought to Zandvoort. This is courtesy of Amus

This appears to be a lower DF configuration than the new wing and lower DF than what was used at Monaco.

Edit: I see Vanja had posted this pictuire already, although I don't think this is the new wing, is it? I think it's the Very High downforce wing I posted from Fabrega that is new.

[michl420]

This rear wing has a flap which leading edge curves down on the end (outer 5 cm) now. Similar to the version of mercedes has. Is the benefit more outwash from the under side of the wing or whats the benefit?

If you mean the DRS Flap leading edge(top flap), then it will be loading the rear wing more I believe. Because of this configuration, when DRS is open, the main plane is still pretty loaded, which I suspect is in part down to the fact that the biggest DRS zone starts on a curve which still requires some downforce. As I mentioned, it is interesting because of the way the Main Plane is huge and the DRS flap overlap, but I do suspect that this is to do with the configuration of the DRS "Straight", which is not straight.

You'll often see some DRS Flaps being larger and the main plane smaller to reduce drag under DRS conditions, but the DRS flap is simply larger for load purposes, and the main plan large enough that it produces enough downforce/extracts enough air from the diffuser when the DRS is engaged, something that isn't usually a consideration on a proper "straight"

I mean actually that part of the flap that stays when the DRS is open (not the main plane). I do not think someone cares about downforce when DRS is open, the only interest is cutting drag. And maybe that´s the reason for this design, that this rounded "edge" reduces inducted drag also/mostly when DRS is open?
I mean that difference between the mclaren/mercedes version and red bull version.
https://pbs.twimg.com/media/GVlAKtVXEAA ... name=large

[Lucky]

[Emag]

First look at the new floor edge

[CjC]

https://i.ibb.co/nfRddPh/IMG-6010.jpg

First look at the new floor edge

First look, looks like they have gone a different way than Red Bull, Merc and now Williams with the double stacked winglet at the front on the floor edge?

[mwillems]

Two wings have been brought to Zandvoort. This is courtesy of Amus

This appears to be a lower DF configuration than the new wing and lower DF than what was used at Monaco.

https://imgr1.auto-motor-und-sport.de/M ... 134820.jpg

Why is this rated negatively instead of an actual reply? It is a picture posted by Amus of the Zandvoort wing posted on the 22.08.24? It's clearly different.

Edit: Ahh, I missed that Vanja had posted the pic, but still, not worthy of a downvote, this seems a bit childish.

[mwillems]

This rear wing has a flap which leading edge curves down on the end (outer 5 cm) now. Similar to the version of mercedes has. Is the benefit more outwash from the under side of the wing or whats the benefit?

If you mean the DRS Flap leading edge(top flap), then it will be loading the rear wing more I believe. Because of this configuration, when DRS is open, the main plane is still pretty loaded, which I suspect is in part down to the fact that the biggest DRS zone starts on a curve which still requires some downforce. As I mentioned, it is interesting because of the way the Main Plane is huge and the DRS flap overlap, but I do suspect that this is to do with the configuration of the DRS "Straight", which is not straight.

You'll often see some DRS Flaps being larger and the main plane smaller to reduce drag under DRS conditions, but the DRS flap is simply larger for load purposes, and the main plan large enough that it produces enough downforce/extracts enough air from the diffuser when the DRS is engaged, something that isn't usually a consideration on a proper "straight"

I mean actually that part of the flap that stays when the DRS is open (not the main plane). I do not think someone cares about downforce when DRS is open, the only interest is cutting drag. And maybe that´s the reason for this design, that this rounded "edge" reduces inducted drag also/mostly when DRS is open?
I mean that difference between the mclaren/mercedes version and red bull version.
https://pbs.twimg.com/media/GVlAKtVXEAA ... name=large

Because the DRS Zone opens before the start of the final high speed corner (Turn 14), I think at Zandvoort it may be a consideration that the Diffuser is having enough air extracted and the rear wing producing enough downforce so that exiting onto the straight isn't an issue. The last corner that leads to the straight is very much rear dependant. Would you get enough downforce and have a stable enough rear if the main plane was smaller in that DRS Zone?

Back to why, I can only think they are trying to efficiently get more load onto the wing when closed, when open, do you mean DRS flap will form a horizontal spoon shape like the main plane when the DRS is open? It would be more efficient to be a flatter profile, surely? I thought the spoon shape was an efficient means of creating downforce, if that is indeed what you refer to.

[SSJ4]

[f1rules]

I think this is the new brake inlet design


And floor edge


You can see how much clear space they freed up under the inlet, before they tried to free up space above
and since this is landos car, it should be the new high df rw also on the picture

[Luscion]

https://x.com/AlbertFabrega/status/1826953918326219233

New McLaren floor with smaller edge wing support brackets

[Emag]

https://x.com/AlbertFabrega/status/1826953918326219233

New McLaren floor with smaller edge wing support brackets

https://pbs.twimg.com/media/GVqk5wKXkAA ... name=large

That thing is almost floating. Surely it’s more flimsy and it would flex down under high load?