Mclaren MCL40

[AR3-GP]

The shape of the front wing trailing edge, and the shape of the sidepod inlet lower edge complement one another.

[SilviuAgo]

MCL40 close-up:











And an interesting video. Curious if more teams will go onto Alipin direction.

[AR3-GP]

In my opinion, one of the reasons that Mclaren has such an efficient cooling system is because they have focused a lot on isolating the cooling airflows from the engine bay. This way the air flowing through the ducts doesn't lose energy due to passing over rough surfaces and blockage like the engine, suspension components, wiring harnesses, and the exhaust.

In this picture, you can see the inner baffling (1) which isolates the sidepod radiator flows from the engine bay as it moves to the rear and out the back. You can also see a well-designed roll hoop duct (2) which allows the air to enter, pass through the radiator, and then remain contained inside of a channel that is bounded above by the engine cover, and sealed on the sides/below by the grommeting on the outer edge of the radiator. There's even an aero shroud inside the engine cover just to isolate the suspension arm (3) that is crossing into the cooling channel. This is how you get an extremely efficient cooling system that doesn't need much openings to pass a large mass flow of air.



Mclaren has a Mercedes engine and has the exact same cooling requirements as the factory Mercedes team. Yet Mclaren can run smaller ducts. Why? Mclaren's well isolated internal duct system is more efficient. Therefore, they don't need large openings. In the following picture, you can see the suspension bell housings of the Mercedes looking into the engine bay from the back. The cooling air has to go through and over that mess before it comes out of the engine cover at the back. This creates a lot of flow energy losses. That means you don't get the same efficiency from the cooling system and have to run larger openings.

[Brahmal]

There's even an aero shroud inside the engine cover just to isolate the suspension arm (3) that is crossing into the cooling channel. This is how you get an extremely efficient cooling system that doesn't need much openings to pass a large mass flow of air.

One of the theories last year for why McLaren had such good rear tire temperature control was that they were diverting some of the internal air-flow through the suspension shrouds into the brake assembly. I wonder if this is what that would look like?

[HungarianRacer]

In my opinion, one of the reasons that Mclaren has such an efficient cooling system is because they have focused a lot on isolating the cooling airflows from the engine bay. This way the air flowing through the ducts doesn't lose energy due to passing over rough surfaces and blockage like the engine, suspension components, wiring harnesses, and the exhaust.

In this picture, you can see the inner baffling (1) which isolates the sidepod radiator flows from the engine bay as it moves to the rear and out the back. You can also see a well-designed roll hoop duct (2) which allows the air to enter, pass through the radiator, and then remain contained inside of a channel that is bounded above by the engine cover, and sealed on the sides/below by the grommeting on the outer edge of the radiator. There's even an aero shroud inside the engine cover just to isolate the suspension arm (3) that is crossing into the cooling channel. This is how you get an extremely efficient cooling system that doesn't need much openings to pass a large mass flow of air.

https://i.postimg.cc/3wY4R43m/image.png

Mclaren has a Mercedes engine and has the exact same cooling requirements as the factory Mercedes team. Yet Mclaren can run smaller ducts. Why? Mclaren's well isolated internal duct system is more efficient. Therefore, they don't need large openings. In the following picture, you can see the suspension bell housings of the Mercedes looking into the engine bay from the back. The cooling air has to go through and over that mess before it comes out of the engine cover at the back. This creates a lot of flow energy losses. That means you don't get the same efficiency from the cooling system and have to run larger openings.

https://i.postimg.cc/cJhhhthR/image.png

That's a bit of a biased assessment.... McLaren's rear heat exhaust is definitely larger (less flattering angle on the Merc image), their engine cover (center line) is not quiet as shrink-wrapped as the factory team's, the later also uses some sidepod volume to deliberately keep the wheel wake out longer, although it is true that Mercedes had to open up their car more for the Bahrain test.

[AR3-GP]

In my opinion, one of the reasons that Mclaren has such an efficient cooling system is because they have focused a lot on isolating the cooling airflows from the engine bay. This way the air flowing through the ducts doesn't lose energy due to passing over rough surfaces and blockage like the engine, suspension components, wiring harnesses, and the exhaust.

In this picture, you can see the inner baffling (1) which isolates the sidepod radiator flows from the engine bay as it moves to the rear and out the back. You can also see a well-designed roll hoop duct (2) which allows the air to enter, pass through the radiator, and then remain contained inside of a channel that is bounded above by the engine cover, and sealed on the sides/below by the grommeting on the outer edge of the radiator. There's even an aero shroud inside the engine cover just to isolate the suspension arm (3) that is crossing into the cooling channel. This is how you get an extremely efficient cooling system that doesn't need much openings to pass a large mass flow of air.

https://i.postimg.cc/3wY4R43m/image.png

Mclaren has a Mercedes engine and has the exact same cooling requirements as the factory Mercedes team. Yet Mclaren can run smaller ducts. Why? Mclaren's well isolated internal duct system is more efficient. Therefore, they don't need large openings. In the following picture, you can see the suspension bell housings of the Mercedes looking into the engine bay from the back. The cooling air has to go through and over that mess before it comes out of the engine cover at the back. This creates a lot of flow energy losses. That means you don't get the same efficiency from the cooling system and have to run larger openings.

https://i.postimg.cc/cJhhhthR/image.png

That's a bit of a biased assessment.... McLaren's rear heat exhaust is definitely larger (less flattering angle on the Merc image), their engine cover (center line) is not quiet as shrink-wrapped as the factory team's, the later also uses some sidepod volume to deliberately keep the wheel wake out longer, although it is true that Mercedes had to open up their car more for the Bahrain test.

https://i.postimg.cc/T3gd1FvB/ezgif-com ... ker(9).gif

Mclaren have fully isolated the engine bay from the cooling channels. You can't see anything inside from the back of the car. It makes their cooling system more efficient. That's why they run the least amount of openings of any team.



Red bull and Mercedes are no match. You can see all of the engine bay through the opening in the back. The airflow has to pass over and through these rough surfaces and loses energy. That's why they have to open the rear of the car more and they lose more downforce as a result, especially at high altitude.

[SilviuAgo]

McLaren have some beautifully detailed front floor vanes and wakeboard

[Brahmal]

https://www.planetf1.com/features/f1-20 ... -technical

[Blackout]

In my opinion, one of the reasons that Mclaren has such an efficient cooling system is because they have focused a lot on isolating the cooling airflows from the engine bay. This way the air flowing through the ducts doesn't lose energy due to passing over rough surfaces and blockage like the engine, suspension components, wiring harnesses, and the exhaust.

In this picture, you can see the inner baffling (1) which isolates the sidepod radiator flows from the engine bay as it moves to the rear and out the back. You can also see a well-designed roll hoop duct (2) which allows the air to enter, pass through the radiator, and then remain contained inside of a channel that is bounded above by the engine cover, and sealed on the sides/below by the grommeting on the outer edge of the radiator. There's even an aero shroud inside the engine cover just to isolate the suspension arm (3) that is crossing into the cooling channel. This is how you get an extremely efficient cooling system that doesn't need much openings to pass a large mass flow of air.

https://i.postimg.cc/3wY4R43m/image.png

Mclaren has a Mercedes engine and has the exact same cooling requirements as the factory Mercedes team. Yet Mclaren can run smaller ducts. Why? Mclaren's well isolated internal duct system is more efficient. Therefore, they don't need large openings. In the following picture, you can see the suspension bell housings of the Mercedes looking into the engine bay from the back. The cooling air has to go through and over that mess before it comes out of the engine cover at the back. This creates a lot of flow energy losses. That means you don't get the same efficiency from the cooling system and have to run larger openings.

https://i.postimg.cc/cJhhhthR/image.png

Most teams used to do like Mclaren but it seems like some ditched those big streamlined internal aero shrouds.

But Mclaren was doing something interesting with the exit air of the lower centerline rads. (unless is that fairing just covering the suspension parts)
viewtopic.php?p=1306607#p1306607
.

[SilviuAgo]

A nice look at the sidepods and bodywork of the McLaren, Mercedes, Ferrari and Williams.

[SilviuAgo]

Nice comparison for rake, but also for cooling options between McLaren, Aston and RedBull. McLaren did again an amazing job in this area.

[organic]

Nice view of the forward floor, and the shaping of their bib as it goes rearward.

Tobi Grüner

[Andi76]

Imagine the money spent to independently develop these diffusors, just for them to look so identical...

They really look Identical for you?

You missed the sarcasm, sir

Obviously

[Macklaren]

Any changes to the car for this test? Surprised to see the giant aero rake setup out again

[Emag]

Interesting flow patterns on the wheel hub.