That was brake cooling fans and a heat resistant pad to protect mechanics from the hot exhausts.mclaren777 wrote:I noticed it in Q3 when he was being rolled into the garage. It was on the right side of the car.
I don't think they are pressure sensors. If you zoom up very large, you can see the left one (from my view) is a twisted pair that connects to "rib" 1/4 across the wing. Goes from flat wiring (outside end plate) to round twisted pair under the wing.Owen.C93 wrote:They've ran these wires at every test session and FP. I think they're pressure sensors.finishline wrote:If it's a wire then they have one on each side of the wing. Could they be testing different leading edges, with the tape covering a temporary joint?Almost certainly covering a wire running from a sensor.
Wiring won't go from one type to another, that's just not done. Unless you mean there are several cables under the tape, but then it doesn't matter if they're twisted.speedsense wrote: Goes from flat wiring (outside end plate) to round twisted pair under the wing.
Where do you see that?speedsense wrote: What is interesting is the right one, it stays as a flat piece and disappears inside of what appears to be a slot all the way across the front of the wing? The right one does not attach to the "rib" like the left one. Could be the picture quality, but it certainly appears that way...
Why should a pressure sensor have tubes? It can be just a very small piezo.speedsense wrote: if it was a pressure sensors the left one would be a tube, yet you can see the silhouette of the wires inside. IMHO
Jef Patat wrote:@ speedsense
I don't see what you see
speedsense wrote: Goes from flat wiring (outside end plate) to round twisted pair under the wing.
I have done this very thing a few times when the required route was across body work or wings, it's quite simple really, remove a chunk of insulation, spread the wires out side by side, re-enclose with some medium to hold the wiring, tape to the surface. It's used more often than you may think. Many instances on race cars require custom wiring, especially on the outside of a car. BTW, if you do this on carbon fiber, it needs to be insulated from the carbon as it's a conductor.Wiring won't go from one type to another, that's just not done. Unless you mean there are several cables under the tape, but then it doesn't matter if they're twisted.
speedsense wrote: What is interesting is the right one, it stays as a flat piece and disappears inside of what appears to be a slot all the way across the front of the wing? The right one does not attach to the "rib" like the left one. Could be the picture quality, but it certainly appears that way...
The cropped pictures above may need to be zoomed as far as you can goWhere do you see that?
Having been doing data on race cars for 21 years, I've yet to use a piezo for measurement @ the sensing location. Most pressure sensors on body work and such are sensors that use two tubes running out from the sensor, one to a static pressure (a bottle of water for instance), one to the sensing location. The location could be a pitot or a hole with a small "port" to attach the tube to take the pressure reading.Why should a pressure sensor have tubes? It can be just a very small piezo.
fiohaa wrote:this is an extract from mark hughes article off sky:
It's believed McLaren was taking advantage of the production tolerance allowed for the floor - which has to be flat but which is allowed a few millimetres tolerance - by considering the splitter as part of the floor. The clarification put a stop to this. McLaren insists this had no serious impact upon the car's aerodynamic performance, but others are less sure. Could it have allowed just enough rake on the car for even Jenson to get the front tyres up to temperature? It's only a theory. But at the time of writing, theories were all even Button and the team had.'
They still need static pressure differential, I only used water as an example of a closed area unaffected by air pressure. Tire press. sensors measure pounds/kilos by the air press directly affecting a strain gauged diaphragm. Air pressure sensors measure inches of water..big difference in size of the diaphragm. Air pressure sensors are so sensitive they have to be shock mounted to prevent noise from vibration. F1 certainly uses tubes out to sensing locations.Jef Patat wrote:@ speedsense
1. You cannot tell if I cable is twisted pair or not from the outside, you can't even tell if there is more than one wire in a cable and on that pic you can't even tell it's a cable (my opinion)
2. Twisted pair is used for a reason, i.e. to suppress noise by using differential signal monitoring, going from twisted to untwisted takes away that very property making it very unwise to do so, unless you didn't need the twisting in the first place.
3. I think in F1 they use pressure sensors without bottles of water and tubes, a simple example are tire sensors
They had a Canada specific rear suspension there, Button did not ran it, neither did he ran the electronic gizmo they have been rumored to have.gray41 wrote:Anyone noticed any updates so far this weekend?
McLaren is the inventor of a clever system that is helping Lewis Hamilton at the front of the F1 field at present.
Germany’s Auto Motor und Sport, with the collaboration of renowned F1 technical illustrator Giorgio Piola, said the British team is using a system that controls the flow of heat from the brakes into the difficult-to-manage Pirelli tyres. So in a season in which a degree or two in temperature can bring a tyre in or out of Pirelli’s tiny ‘window’ of performance, the McLaren trick is “ingenious”, German journalist Tobias Gruner explained.
The team’s mechanics adjust the rear braking system in the pits with a screwdriver, the screw being located near the driver cockpit opening.
But it has not been all good news for McLaren, whose Jenson Button is suffering arguably the grimmest period in his entire F1 career at present. It might have something to do with the FIA’s recent clampdown on the MP4-27′s floor.
Reportedly after the Chinese grand prix, the governing body ruled that the British team had stepped over the line with its interpretation of the rules regarding flexibility. Scratches had been found underneath the extremes of the front wings, to which McLaren argued that the floor bending was within the allowed tolerances.
“The tolerance is there to account for manufacturing defects,” Charlie Whiting is quoted as saying, after ruling that McLaren’s system deliberately exploited those tolerances.
Auto Motor und Sport said: “The seemingly minor change had major implications for McLaren.”