McLaren MCL38

[Vanja #66]

Although the flaps are roughly same size in the above image, the incline is vastly different, isn't it ? (the reference 'dots' show it) McLaren's flap's outboard bottom end is 'peeking up' from the main plane's high pressure (local area) surface ; while the flap's outboard top end (hinge) has local load high pressure => at high speed it's like a clockwise/anti-clockwise (depending which side-view of the wing we take) torque is acting on the hinge, even when DRS is disabled => it 'lifts'. That's clever.
Ferrari and Redbull have gone for more upright flap, where the outboard bottom of the flap is almost very near the mainplane high pressure surface ; and crucially, severe edge vortex generating sharp ends on the flap outboard support, thus keeping their flap 'well shut' when no DRS is there. McLaren low DF wing is a hybrid of the Ferrari/Redbull style and Mercedes style low DF wings, with much more 'benign' flap outboard supports.

The whole wing is first flexing around pylon anchor point, like all other wings. When it tilts enough, the stagnation point on the leading edge of DRS flap tips (the flexing ones) causes initial flap flexing. This starts twisting this section around twisting axis more and more and it leads to increased stagnation flexing/twisting and at the same time the incidence angle is lower. With bigger slot, you get additional drag shedding from two phenomena:

- smaller frontal area
- less overall local pressurisation (due to bigger gap, ie. less converging channel form)

[dialtone]

To me seems fairly intuitive that the reason why the tips flex is that they have negative angle of attack at that point after the rear wing flexes so air is channeled under the gap, said gap surface post whole wing flexing is now bigger due to its angle, and then when the airlfow collides with the tips it lifts them opening the gap and allowing more air to go through.

The image from Vanja here seems intuitive to me.

[FDD]

Although the flaps are roughly same size in the above image, the incline is vastly different, isn't it ? (the reference 'dots' show it) McLaren's flap's outboard bottom end is 'peeking up' from the main plane's high pressure (local area) surface ; while the flap's outboard top end (hinge) has local load high pressure => at high speed it's like a clockwise/anti-clockwise (depending which side-view of the wing we take) torque is acting on the hinge, even when DRS is disabled => it 'lifts'. That's clever.
Ferrari and Redbull have gone for more upright flap, where the outboard bottom of the flap is almost very near the mainplane high pressure surface ; and crucially, severe edge vortex generating sharp ends on the flap outboard support, thus keeping their flap 'well shut' when no DRS is there. McLaren low DF wing is a hybrid of the Ferrari/Redbull style and Mercedes style low DF wings, with much more 'benign' flap outboard supports.

The whole wing is first flexing around pylon anchor point, like all other wings. When it tilts enough, the stagnation point on the leading edge of DRS flap tips (the flexing ones) causes initial flap flexing. This starts twisting this section around twisting axis more and more and it leads to increased stagnation flexing/twisting and at the same time the incidence angle is lower. With bigger slot, you get additional drag shedding from two phenomena:

- smaller frontal area
- less overall local pressurisation (due to bigger gap, ie. less converging channel form)

https://pbs.twimg.com/media/GXhGOioXsAE7kxD?format=jpg

Straight forward explanation.
Saw already this photo but on insta (quite small), here is much clear what is all about.

[.poz]

I can see almost no flex on the mainplane, nothing that would make an aerodynamic difference. What appears is that under low load, the edge of the DRS flap is aligned with the winglets. Under high load, the leading corners of the DRS flap raise a little. But not anything of note on the main plane.

i know that the buzz is about the drs but we were talking about front wing (the real "secret weapon" of Mclaren imho).

look at left bottom corner of the video

https://x.com/433_marc/status/183535404 ... zZJC3hwjfA

[zioture]

Rear Wing SPA

[mwillems]

I can see almost no flex on the mainplane, nothing that would make an aerodynamic difference. What appears is that under low load, the edge of the DRS flap is aligned with the winglets. Under high load, the leading corners of the DRS flap raise a little. But not anything of note on the main plane.

i know that the buzz is about the drs but we were talking about front wing (the real "secret weapon" of Mclaren imho).

look at left bottom corner of the video

https://x.com/433_marc/status/183535404 ... zZJC3hwjfA

Ahh apologies, didn't realise.

[michl420]

To understand how this works, you have to imagine the mounting of the entire rear wing (inc. beam wing) and watch a video. The main reason is the flex of the beam wing. The outer parts go down, the DRS cylinder in the middle stays up. And the special design of the DRS flap in this area is what makes the whole thing look so extreme.

[SilviuAgo]

Today pics from Albert, in Singapore:

[SilviuAgo]

Although the flaps are roughly same size in the above image, the incline is vastly different, isn't it ? (the reference 'dots' show it) McLaren's flap's outboard bottom end is 'peeking up' from the main plane's high pressure (local area) surface ; while the flap's outboard top end (hinge) has local load high pressure => at high speed it's like a clockwise/anti-clockwise (depending which side-view of the wing we take) torque is acting on the hinge, even when DRS is disabled => it 'lifts'. That's clever.
Ferrari and Redbull have gone for more upright flap, where the outboard bottom of the flap is almost very near the mainplane high pressure surface ; and crucially, severe edge vortex generating sharp ends on the flap outboard support, thus keeping their flap 'well shut' when no DRS is there. McLaren low DF wing is a hybrid of the Ferrari/Redbull style and Mercedes style low DF wings, with much more 'benign' flap outboard supports.

The whole wing is first flexing around pylon anchor point, like all other wings. When it tilts enough, the stagnation point on the leading edge of DRS flap tips (the flexing ones) causes initial flap flexing. This starts twisting this section around twisting axis more and more and it leads to increased stagnation flexing/twisting and at the same time the incidence angle is lower. With bigger slot, you get additional drag shedding from two phenomena:

- smaller frontal area
- less overall local pressurisation (due to bigger gap, ie. less converging channel form)

https://pbs.twimg.com/media/GXhGOioXsAE7kxD?format=jpg

Same explanation with very nice drawing:



And interesting details about used materials for RW:

- Paddock discussions have centered on McLaren’s rear wing, which many suspect flexes to provide a performance advantage without breaking regulations. Frederic Vasseur hinted at this when asked, stating that McLaren’s wing configuration was "not a technical disadvantage."

- McLaren's focus has been on optimizing the DRS system, working specifically on the rear wing’s lower ends with carbon skins to achieve slight flexion during DRS operation. This solution required extensive simulation and careful selection of materials to balance performance gains without violating technical rules. The International Federation’s load tests confirmed McLaren’s car complied with regulations, showcasing their aerodynamic innovation.

[CjC]

Today pics from Albert, in Singapore:

Is that a new front wing?
Looks to me like where the flaps meet the end plate is different?

[Emag]

Today pics from Albert, in Singapore:

Is that a new front wing?
Looks to me like where the flaps meet the end plate is different?

Noticed that too, but I am not sure if it's just a weird closeup angle we haven't seen before, or if this is indeed new. Need to see the inside of the endplate to confirm.

[CjC]

I think it is Emag.
Even if you look at the stays between the flaps, on the new wing they are all very close to the end plate and almost ‘stacked’ where as on the previous they are more spaced out and further inboard.

Looking forward to seeing better pictures of it

[SilviuAgo]

Is possible to have a new FW. Andrea Stella said it’ll be a case of waiting to read the FIAs Friday morning ‘updates document’ to discover what upgrades #McLaren will be bringing to each race. So tomorrow morning to have official confirmation.

[warpomex]

On the McLaren these tabs DO separate at high load, not only allowing movement but also creating a gap.

Why does McLaren does it different to others and allow that gap? I'm not questioning legality, to me they're legal under the current rules/test.

because everybody have flaps bending backwards, only Mclaren has the mainplanes bending down enough to open a gap

Ok, should I ask it differently...

Does the McLaren front wing gets any benefit from opening a gap between the fix point of the wing and the rest of the planes?
They are the only ones that do that. Surely it's for their benefit?

[CjC]

No new front wing then according to the submission