With the McLaren MP4-27 is the first potential winning car is on the market. Even if in Woking still not everything has shown the engineers during the presentation show certain trends. We try to look at the new McLaren underneath the silver skin.
Fake and camouflage is part of the business. The presentation cars are identical, rarely what rolls during the first test running on the track. And they differ strongly from the, what is shown in the season opener in Melbourne, Australia. Probably, in the Hall, you can see only half the truth. So it is also the new McLaren.
The front wing was old, the rear wing newly. The nose stays as it is. She is actually no dent and proceeds towards cockpit at an altitude of 550 millimetres directly into the chassis tubes. This caution is announced at the exhaust. What da forth lugte as pipe from a bump in the side case, was a poorly made imitation. Red bull had himself once the fun allowed on the Panel to brush the exhaust outlet in airbrush.
You can McLaren not resent it, that they are covered on the subject of exhaust. When they show now the final solution, would they find the competition with the nose on it, which replacement concept for the to blown diffuser they pursue. Because, where finally the exhaust is aimed, engineers expect the best compensation for the previous downforce in the rear lost obviously. And he will be enormous.
"We will have to balance out new cars." Jenson Button predicts. Lewis Hamilton added: "If there was a problem last year front enough to generate pressure, it will be reversed this year." Paddy Lowe Chief of engineering regrets: "new exhaust rules force us into a very narrow cage." He must result in a specific area in a certain angle. "Thus are limits us, where as the exhaust gases can lead to."
The page boxes are a use of familiar forms. Front high back deep, laterally oblique sloping, with an extremely early arrival, but only a subtle notch on the bottom. Consider the shape of the ear of the MP4-26 side panels. "She was part of the concept of the diffuser in blown up," said Lowe. "Because they were useful because they have forced down the current." "With the new location of the exhaust this form of the side boxes would have made no sense any more."
This is striking:
The McLaren is a great car. The wheelbase was shortened only very subtly. The length allows a narrow tank and thus a narrow rear end. This was obligation after the exhaust in the rear will contribute much less pressure. So, McLaren went the Red Bull way. A slim waist rear guarantees the perfect flow on the top side of the diffuser and a trouble-free operation of the lower rear wing element.
Instead of the trend of Bull red with McLaren typical nose with the splitter, including pretty massive fails to follow a knife thin snout. In the area of the front axle, the chassis is lower than at other cars. So less air under the nose passes through, but you are free to design the geometry of the front axle and the placing of springs and dampers. "Da counts not only the aerodynamics", cautions paddy Lowe. "A low nose means a deep focus, and torsional rigidity benefits."
McLaren to waive a dent in the front of the chassis. The MP4-27 not in the profile is shaped like a duck or a Platypus. I hope he wins not only the price of a beauty. Perhaps again, one gets back what you forth gazes on air flow below the nose, by reducing the air resistance and the lower centre of gravity. Because these nose smooth fades in the body of the chassis, you know the height of the chassis tube. You is not much higher than 550 mm.
Others are in the area in front of the cockpit to the maximum height of 625 mm. With the corresponding consequences. It is reassuring that McLaren denies that no new way. The aerodynamics pioneer under Simon Lacey have been working for years with principle of the deep nose and including the splitter, which directs the flow there, where she is out to. To this splitter two mini wing are attached now at the end, which direction subfloor should provide for a better orientation of the air.
This is standard:
The front suspension works with pressure Struts (Pushrods), the rear axle as recently usual with tension Struts (Pullrods). The far unrounded basis of the rear suspension is standard. This allows a slim drive and creates a stiff compound in the rear. The air box is followed by Red Bull trend. Also McLaren derives the hot exhaust air from the cooler about a kind of gun barrel at the end of the engine cover. Otherwise, the rear is completely closed.
Conclusion:
So far, the new McLaren is still not a revolution. Rather a further development of proven technology with new priorities. Strengthening of the classical aerodynamic tools to borne by the exhaust and optimize mechanical key points such as rigidity and focus.
So far we've discovered yet no coup of the car falls into the category of F tray, double diffuser or diffuser in blown. But that can still to come. We wait for the final position of the exhaust. Now, we're looking forward on the new Ferrari which will reportedly include a whole series of new approaches. That would be the reversal of long-standing principles. Most recently, Ferrari as McLaren was more responsible for conservative technique.
The front wing was old, the rear wing newly. The nose stays as it is. She is actually no dent and proceeds towards cockpit at an altitude of 550 millimetres directly into the chassis tubes. This caution is announced at the exhaust. What da forth lugte as pipe from a bump in the side case, was a poorly made imitation. Red bull had himself once the fun allowed on the Panel to brush the exhaust outlet in airbrush.
You can McLaren not resent it, that they are covered on the subject of exhaust. When they show now the final solution, would they find the competition with the nose on it, which replacement concept for the to blown diffuser they pursue. Because, where finally the exhaust is aimed, engineers expect the best compensation for the previous downforce in the rear lost obviously. And he will be enormous.
"We will have to balance out new cars." Jenson Button predicts. Lewis Hamilton added: "If there was a problem last year front enough to generate pressure, it will be reversed this year." Paddy Lowe Chief of engineering regrets: "new exhaust rules force us into a very narrow cage." He must result in a specific area in a certain angle. "Thus are limits us, where as the exhaust gases can lead to."
The page boxes are a use of familiar forms. Front high back deep, laterally oblique sloping, with an extremely early arrival, but only a subtle notch on the bottom. Consider the shape of the ear of the MP4-26 side panels. "She was part of the concept of the diffuser in blown up," said Lowe. "Because they were useful because they have forced down the current." "With the new location of the exhaust this form of the side boxes would have made no sense any more."
This is striking:
The McLaren is a great car. The wheelbase was shortened only very subtly. The length allows a narrow tank and thus a narrow rear end. This was obligation after the exhaust in the rear will contribute much less pressure. So, McLaren went the Red Bull way. A slim waist rear guarantees the perfect flow on the top side of the diffuser and a trouble-free operation of the lower rear wing element.
Instead of the trend of Bull red with McLaren typical nose with the splitter, including pretty massive fails to follow a knife thin snout. In the area of the front axle, the chassis is lower than at other cars. So less air under the nose passes through, but you are free to design the geometry of the front axle and the placing of springs and dampers. "Da counts not only the aerodynamics", cautions paddy Lowe. "A low nose means a deep focus, and torsional rigidity benefits."
McLaren to waive a dent in the front of the chassis. The MP4-27 not in the profile is shaped like a duck or a Platypus. I hope he wins not only the price of a beauty. Perhaps again, one gets back what you forth gazes on air flow below the nose, by reducing the air resistance and the lower centre of gravity. Because these nose smooth fades in the body of the chassis, you know the height of the chassis tube. You is not much higher than 550 mm.
Others are in the area in front of the cockpit to the maximum height of 625 mm. With the corresponding consequences. It is reassuring that McLaren denies that no new way. The aerodynamics pioneer under Simon Lacey have been working for years with principle of the deep nose and including the splitter, which directs the flow there, where she is out to. To this splitter two mini wing are attached now at the end, which direction subfloor should provide for a better orientation of the air.
This is standard:
The front suspension works with pressure Struts (Pushrods), the rear axle as recently usual with tension Struts (Pullrods). The far unrounded basis of the rear suspension is standard. This allows a slim drive and creates a stiff compound in the rear. The air box is followed by Red Bull trend. Also McLaren derives the hot exhaust air from the cooler about a kind of gun barrel at the end of the engine cover. Otherwise, the rear is completely closed.
Conclusion:
So far, the new McLaren is still not a revolution. Rather a further development of proven technology with new priorities. Strengthening of the classical aerodynamic tools to borne by the exhaust and optimize mechanical key points such as rigidity and focus.
So far we've discovered yet no coup of the car falls into the category of F tray, double diffuser or diffuser in blown. But that can still to come. We wait for the final position of the exhaust. Now, we're looking forward on the new Ferrari which will reportedly include a whole series of new approaches. That would be the reversal of long-standing principles. Most recently, Ferrari as McLaren was more responsible for conservative technique.
