Team: Eric Boullier (RD), Tim Goss (TD), Simon Roberts (OD), Matt Morris (Engineering Director), Peter Prodromou (CTO), Guillaume Cattelani (HA), Richard Frith (HVP), Stephen Watt (Head of Electronics), Marianne Hinson (Aerodynamic Process Manager), Christian Schramm (Head of Racing Technology), Hiroshi Imai (CRE), Mark Ingham (Head of Design), Kari Lammenranta (CM), Paul James (TM), Jonathan Neale (COO), Neil Oatley (Director of Design & Development)
Drivers: Fernando Alonso (14), Stoffel Vandoorne (2)
Team name: McLaren Honda
Nope, they make airflow under the wing more consistent, but slightly weakens the main plane vortex. Which means you lose downforce, although it's more stable in yaw. To compensate you have to run a high drag rear wing.kfrantzios wrote: ↑21 Oct 2018, 00:21The slots reduce drag. Removing them increases drag.
I think at a few tracks they have had issues getting the softer tyres to work. Could be tyre temps. The Mclaren was decent with tyres at the start of the season but you see what some of the other teams can do with the tyres and this probably isn't the case now. Random thought, is the softer tyre less rigid, i.e. there is more movement in the tyre that affects the behaviour of the car? Probably not, but with the tolerances in F1 I guess it might be possible.
This has happened to a few teams this year. Renault struggled for months on the softer compounds in race trim and I think it was in Sochi that Verstappen was actually faster on his 40-odd laps old soft tyres that he started the race on than he was when he pitted for brand new super-soft tyres after his pit stop. Must be difficult to keep them in the operating window consistently without overheating them or something.
I was referring to the same data so thanks for sharing. As for the tyre deg during race, the car was always good like in Austria. I think it maybe overheating them on one lap because they can get the harder ones up to temps easily.Jackles-UK wrote: ↑22 Oct 2018, 15:46This has happened to a few teams this year. Renault struggled for months on the softer compounds in race trim and I think it was in Sochi that Verstappen was actually faster on his 40-odd laps old soft tyres that he started the race on than he was when he pitted for brand new super-soft tyres after his pit stop. Must be difficult to keep them in the operating window consistently without overheating them or something.
In terms of top speed the McLaren’s were predictably low in the major speed traps but Alonso jumps to 7th across the finish line and 4th in the 2nd intermediate speed trap; good going all things considered.
http://f1i.com/wp-content/uploads/2018/ ... Austin.jpg
Did they use the new turning vanes for qualy and race?LuisFeF1 wrote: ↑22 Oct 2018, 19:48New Turning Vanes in Austin:
https://farm2.staticflickr.com/1905/445 ... f9ce_o.jpg
Three sections (red arrows)
A longitudinal cut in the lower part (green arrow)
Two metal reinforcements to prevent breakage (blue arrows)
https://farm2.staticflickr.com/1966/447 ... f3df_o.jpg
White arrows: The new nose.
The new turning vanes are an evolution of the turning vanes seen for the first time in France, McLaren never used for the race:
https://farm1.staticflickr.com/845/4122 ... fb8d_c.jpg
I think they have little leeway there. You know from alonso that he doesn’t mind having to throw the car around a bit and he can do so without hurting the tires. At ferrari he was always driving on the limit of downforce.BrunoH wrote: ↑22 Oct 2018, 13:04they always fall into te same mistake. its a medium downforce track.. so hey lets put a high df setup so we can show our chassis is marginal better in the corners than the rest of the field... even though we have the worst straight line speed... This way we are a fraction of a second faster in the esses, but a ton slower in the straights.
trying to mask how horrible the car is by just putting more wing...
