Would they actually post images from inside the wind tunnel?
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Would they actually post images from inside the wind tunnel?
Oh no, they presented a behind-the-scenes look at the filming, I was counting on the first insider shots of the new chassis.10 minets
PU and air resistance: two aspects that severely limited McLaren's performance last year. These two elements were the centerpiece of the developments carried out on the new MCL38, thanks to the use of test benches and a wind tunnel. The new aero tunnel, available since October last year at the McLaren Technology Center, has helped the stable, headed by Andrea Stella, in an attempt to get as close to Red Bull's performance as possible.
However, using the gallery to increase resistance to promotion is not an easy job. The main reasons for these difficulties are dictated by the regulations, which dictate a limited speed of up to 180 km / h and a car that, at the size level, can be no more than 60% of the real one. To overcome these regulatory constraints, according to information gathered by our editorial staff, team was looking for a continuous iteration between tunnel tests and CFD tests.
On the other hand, in order to compete with Mercedes, Ferrari and Red Bull, the British stable must definitely restore a few horsepower. Thanks to the information we have gathered, we can say that in winter McLaren, in cooperation with its technical partners, was looking for the best fuel mixture. The goal is to take advantage of more efficient combustion at the chemical level, capable of developing greater power. The Teutons also discussed a higher-thrust engine map and, in context, a revised hybrid configuration for use on a dry lap.
Only tests will be able to quantify whether McLaren knew how to do his homework well. Returning to aerodynamics, we can say that there are some doubts about the changes made, since changing the trend of the vortex structure of the F1 car and its actual execution is never easy, especially if we are talking about performance with a high fuel load on board. Long-range simulations are almost impossible to test properly with computers, and this is one of the main reasons why different teams have difficulty working with tires.
Many thanks for this. I tried reading the link Tomsky posted with translate but all the adverts kept making the website crash_cerber1 wrote: ↑20 Jan 2024, 11:14By funoanalisitecnica
PU and air resistance: two aspects that severely limited McLaren's performance last year. These two elements were the centerpiece of the developments carried out on the new MCL38, thanks to the use of test benches and a wind tunnel. The new aero tunnel, available since October last year at the McLaren Technology Center, has helped the stable, headed by Andrea Stella, in an attempt to get as close to Red Bull's performance as possible.
However, using the gallery to increase resistance to promotion is not an easy job. The main reasons for these difficulties are dictated by the regulations, which dictate a limited speed of up to 180 km / h and a car that, at the size level, can be no more than 60% of the real one. To overcome these regulatory constraints, according to information gathered by our editorial staff, team was looking for a continuous iteration between tunnel tests and CFD tests.
On the other hand, in order to compete with Mercedes, Ferrari and Red Bull, the British stable must definitely restore a few horsepower. Thanks to the information we have gathered, we can say that in winter McLaren, in cooperation with its technical partners, was looking for the best fuel mixture. The goal is to take advantage of more efficient combustion at the chemical level, capable of developing greater power. The Teutons also discussed a higher-thrust engine map and, in context, a revised hybrid configuration for use on a dry lap.
Only tests will be able to quantify whether McLaren knew how to do his homework well. Returning to aerodynamics, we can say that there are some doubts about the changes made, since changing the trend of the vortex structure of the F1 car and its actual execution is never easy, especially if we are talking about performance with a high fuel load on board. Long-range simulations are almost impossible to test properly with computers, and this is one of the main reasons why different teams have difficulty working with tires.
Some of these reports, when they go into such detail, like the writer sat down and interviewed a key member of the team, it’s a sign to take them with a pinch of salt. I’m not buying the engine story, there was no indication of a power deficit, there was a drag issue with the chassis, which improved over the course of the season._cerber1 wrote: ↑20 Jan 2024, 13:24To be honest, I'm also surprised that McLaren had any problems with engine power. Because during the season we heard from Stella, Brown and Norris that they were completely satisfied with the engine power, moreover, the degradation of the Mercedes engine is much lower than that of competitors, Lando drove the whole season on three engines, and was faster at the end of the year.
Also, I can't imagine what McLaren can offer Mercedes fuel?
The printed regulations do not allow changes to fuel chemistry. It was homologated._cerber1 wrote: ↑20 Jan 2024, 11:14By funoanalisitecnica
PU and air resistance: two aspects that severely limited McLaren's performance last year. These two elements were the centerpiece of the developments carried out on the new MCL38, thanks to the use of test benches and a wind tunnel. The new aero tunnel, available since October last year at the McLaren Technology Center, has helped the stable, headed by Andrea Stella, in an attempt to get as close to Red Bull's performance as possible.
However, using the gallery to increase resistance to promotion is not an easy job. The main reasons for these difficulties are dictated by the regulations, which dictate a limited speed of up to 180 km / h and a car that, at the size level, can be no more than 60% of the real one. To overcome these regulatory constraints, according to information gathered by our editorial staff, team was looking for a continuous iteration between tunnel tests and CFD tests.
On the other hand, in order to compete with Mercedes, Ferrari and Red Bull, the British stable must definitely restore a few horsepower. Thanks to the information we have gathered, we can say that in winter McLaren, in cooperation with its technical partners, was looking for the best fuel mixture. The goal is to take advantage of more efficient combustion at the chemical level, capable of developing greater power. The Teutons also discussed a higher-thrust engine map and, in context, a revised hybrid configuration for use on a dry lap.
Only tests will be able to quantify whether McLaren knew how to do his homework well. Returning to aerodynamics, we can say that there are some doubts about the changes made, since changing the trend of the vortex structure of the F1 car and its actual execution is never easy, especially if we are talking about performance with a high fuel load on board. Long-range simulations are almost impossible to test properly with computers, and this is one of the main reasons why different teams have difficulty working with tires.
This doesn't make any sense. Exhaust systems beyond turbine and wastegate exits are provided by the engine suppliertrinidefender wrote: ↑20 Jan 2024, 22:46Who provides the exhaust manifold? Chassis or engine constructor?
