That is interesting. The top part of the rear wing sits a little further forward. That will accelerate the airflow on the back of the upper wing, the air rushing up of the lower/front part of the rear wing will hit the upper/back, and decrease the airflow on the front of the upper wing.ScrewCaptain27 wrote: ↑06 Oct 2018, 14:42Quite a bit of separation from the rear wing (Racecar Engineering):
https://uploads.tapatalk-cdn.com/201810 ... 95f849.jpg
The way I see it, detachment, can be either good or bad. At the end of the day you're trying to guide air to attach to surfaces you're using to guide it and detach where you want it to. So I think your question is rather vague.
There's also a comparative video head to head with the 2018 lap. But true the condition were worse but still in Q1 Hamilton and Vettel were like 3-4 tenths quicker than 2017 Q1, Verstappen was bit slower. But anyway still.Dipesh1995 wrote: ↑06 Oct 2018, 19:45https://www.youtube.com/watch?v=S-BzHE19mpo
Here's the 2017 quali lap for comparative purposes. The lap time was about 8 tenths faster despite having less power and using harder tyres; track conditions were also probably better which may explain just some of the deficit.
Yep, here it is.ALO_Power wrote: ↑06 Oct 2018, 20:59There's also a comparative video head to head with the 2018 lap. But true the condition were worse but still in Q1 Hamilton and Vettel were like 3-4 tenths quicker than 2017 Q1, Verstappen was bit slower. But anyway still.Dipesh1995 wrote: ↑06 Oct 2018, 19:45https://www.youtube.com/watch?v=S-BzHE19mpo
Here's the 2017 quali lap for comparative purposes. The lap time was about 8 tenths faster despite having less power and using harder tyres; track conditions were also probably better which may explain just some of the deficit.
But it's clear from the onboard that the 8th gear is too short. The car has greater exit speed than last year but it's still 3kph down at the end of the straight despite the engine being more powerful. Almost like it hit a wall. The transmission just doesn't rev anymore. The Renault runs in the mid 320s at the same revs.
The gearing is almost exactly the same as last year. Which makes sense given it's the same gearbox. Yes, it slightly slower on the end of the straight - that's what happens when the car has more drag, it looks like it hits a brick wall - you can see part of the reason right there, there's a halo for air to flow around and the car is heavier.
Hm. Could be but not by much. Inlets for ERS cooling and gerbox oil are small enough. Its more about cooling system inside car.charliesmithhd wrote: ↑07 Oct 2018, 10:13Zak said mclaren have learnt a lot from the practise sessions this year and next years car will have a new air box which will be presumably bigger. Would this allow for smaller sidepod inlets or not?
The Redbull runs higher at the same revs too. If it were just aero the car would gradually end up at a slower speed, not suddenly drop at 300.PhillipM wrote: ↑07 Oct 2018, 04:36The gearing is almost exactly the same as last year. Which makes sense given it's the same gearbox. Yes, it slightly slower on the end of the straight - that's what happens when the car has more drag, it looks like it hits a brick wall - you can see part of the reason right there, there's a halo for air to flow around and the car is heavier.
Of course corner exit speeds are better, the tyres are softer and they have more power!
That and you can see the renault holds onto it's power for more of the lap - you can see coming up to Spoon just how much more the Renault keeps accelerating compared to the Honda. You can also see there he carries more speed into the corner and through the apex regardless of the slower approach speed.
You can also see how much better last years car turns in even on harder tyres, and how much less Alonso has to work the wheel - he's smoother in last years car, even with less tyre grip.