Mclaren MCL40

[AR3-GP]

The air at the sidepod edge ends up going underneath the sidepod.

[organic]

https://www.motorsportmagazine.com/arti ... e-in-2026/

Mark Hughes says McLaren is a full 10cm shorter in terms of wheelbase than other cars

[Macklaren]

https://www.motorsportmagazine.com/arti ... e-in-2026/

Mark Hughes says McLaren is a full 10cm shorter in terms of wheelbase than other cars

That's pretty crazy? How is this car overweight in that case?

[De Wet]

https://www.motorsportmagazine.com/arti ... e-in-2026/

Mark Hughes says McLaren is a full 10cm shorter in terms of wheelbase than other cars

That's pretty crazy? How is this car overweight in that case?

All the electrical nonsense with these regulations.

[AR3-GP]

That's pretty crazy? How is this car overweight in that case?

It's just 10cm.

[Blackout]

https://www.motorsportmagazine.com/arti ... e-in-2026/

Mark Hughes says McLaren is a full 10cm shorter in terms of wheelbase than other cars

That's pretty crazy? How is this car overweight in that case?

By adding extra ballast to meet the mandatory weight distribution?

[SilviuAgo]

Some teams do not have synchronized active aerodynamic flap openings. At the moment, based on our images, #McLaren, #Alpine and #Cadillac appear to use different flap opening timings. For the moment there are no significant advantages to this solution, since active aerodynamics can only be used on the straights and deactivate as soon as the driver begins braking. (Source AndreaGalante)

[AR3-GP]

Some teams do not have synchronized active aerodynamic flap openings. At the moment, based on our images, #McLaren, #Alpine and #Cadillac appear to use different flap opening timings. For the moment there are no significant advantages to this solution, since active aerodynamics can only be used on the straights and deactivate as soon as the driver begins braking. (Source AndreaGalante)

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

relevant:

Dusting off my old account ... to my inexpert eye, I think they've managed a real clever trick here.


2) The car has been observed lowering it's front wing a second or two after the rear wing flips.
3) The Williams FW14B had an early DRS button on it where the active suspension pitched the front of the car down, and the rear upward in order to stall the diffuser in a straight line and remove a significant amount of drag.

I suspect the Ferrari may be pulling the same trick: to effectively "parachute" the car and remove a ton of diffuser drag in a straight line. I've only got prior art and observed behaviour to go on however.

[Stu]

I can see some logic to offsetting the flap operation.
For one it allows any destabilisation created to affect one end of the car at a time.
Secondly, the original intent was to not have zones for usage, but be limited by the attitude of the car (yaw).
Thirdly, being able operate the two ends separately would allow the front to be in the normal position and rear flaps in low drag mode for overtaking manoeuvres.

[venkyhere]

I can see some logic to offsetting the flap operation.
For one it allows any destabilisation created to affect one end of the car at a time.
Secondly, the original intent was to not have zones for usage, but be limited by the attitude of the car (yaw).
Thirdly, being able operate the two ends separately would allow the front to be in the normal position and rear flaps in low drag mode for overtaking manoeuvres.

It's not 'operated separately' right ? Just implemented separately, with actuation delay added to one end from a single button press that's commanding both ends. So it's not as if the driver can put one wing in low drag mode, and then time the other wing's operation in-situ with his overtaking maneuver. Or so is how I understand the rules regarding this, not sure whether there is a loophole that allows driver controlled separately timed action.

[SilviuAgo]

[Macklaren]

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

Wow not many (any?) cars are below the minimum weight right now?

[johnnycesup]

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

If he's talking about front/rear weight distribution, there's not a lot of room for change, the regulations lock the front axle at a 44-46% of the weight.

It's one of the most stupid parts of the rules IMO, what does that accomplish? Is it all because of Pirelli?

[markc]

It's to try and stop a particular team from being lucky with weight distribution giving them an advantage because they land on the sweet spot, so mandated weight distribution removes this element.

[Owen.C93]

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

If he's talking about front/rear weight distribution, there's not a lot of room for change, the regulations lock the front axle at a 44-46% of the weight.

It's one of the most stupid parts of the rules IMO, what does that accomplish? Is it all because of Pirelli?

Technically the weight distribution isn't fixed, only the minimum weight on each axle. So if you're 5kg over weight on the rear of the car then you will have a more rearward weight distribution.

(The plus side of that is you don't have to add a counterbalance to stay within the regulation)

So based on what he's saying, it sounds like it's one end of the car which is more overweight, which is causing them weight distribution issues as well. If I had to assume, I would say they're too heavy at the rear.