Mc Laren discarded the wavy front wing in second Barcelona test, adopting a simpler new one in an attempt to decrease front end pitch sensitivity and help mechanics to understand and overcome the by birth stubbornness of MP4/28 to set up ideally .
- Mc Laren MP4/28 – winter testing (pre season) tech summary (formula1techandart.wordpress.com)
Chassis : MP4/28
Engine : Mercedes-Benz FO 108F
The most striking differences between the new MP4/28 and its ancestor is the higher nose, redesigned radiators inlets ,and the pull rod front suspension ( the MP4/27 had push rod) . However special treatment on detail was taken all over the car . Worth’s mentioning that Mc Laren housed the driveshaft inside the lower wishbone of the rear suspension system to cut drag . This tactic is not new for Mc Laren because back in 1999 the MP4/14 had its steering wheel merged inside the upper wishbone of the front suspension .
Winter testing updates :
During winter testing the car showed remarkable speed but also was proved recalcitrant for mechanics to find the ideal set up . Since launch the car inherited three versions of nose vanes in total , horizontal, a slat on top of the sidepod and a new simpler front wing .
Aerodynamic performance : promising but very difficult to find the ideal set up
Speed :. Speed is there but not yet unleashed . Understeer is an unsolved yet problem probably because of the introduction of a pull rod front suspension
Tyres management : well but suffers degradation
Reliability : pretty good
pull rod front suspension
Despite the fact that FIA attempted to discourage teams from exploiting the nose fairing and gaining aero advantage over it, many teams bypassed the regulations spirit and developed elegant structures both to gain improved airflow over the nose and keep the weight penalty due to the added fairing as low as possible . To be honest this was something more than expected as many changes caused the opposite effect than the wanted one, with the recent ban of the blown diffuser to be the best example. The only team which does not need a fairing is Marussia because of its low chassis .
Ferrari, Mc Laren, Force India, Williams and Toro Rosso followed a conservative pattern as shown in the illustration below
Sauber developed a unique “ Π ” shaped fairing to create a deep channel on top of the nose, separating the air stream flowing over the nose with the one flowing at sides .
Red Bull’s dwarf fairing is an outcome of the desire to limit the fairing dimensions to the minimum required for opted aero efficiency so as to keep the extra weight as low as possible .
Mercedes evolved further last season arched nose . Instead of being flat at the top it has an intense arched shape and a more smooth bulkhead height transition . This is to reduce drag by diverting the air flowing above the nose tip towards the nose sides while the main flow is channeled smoothly over the bulkhead , all aiming lower drag production . The optical result of this pattern resembles to a duck nose .
Finally Caterham and Lotus rejected the possibility of fixing a weight costly fairing and instead developed a sculpted chassis on top, thus forming a smoother airpath for drag cut . However Caterham features a deeper and a more obvious sculpted area than Lotus does .
It is of high possibility to see teams developing further their initial idea or even coping rivals patterns . It is good to remember that the nose fairing, as all new designs, needs to be examined and studied further , unless FIA decides to make regulations even stricter .
- 2013 season – A goodbye to stepped noses (formula1techandart.wordpress.com)
|Monocoque||McLaren-moulded carbonfibre composite incorporating front and side impact structures, and survival cell|
|Front suspension||Inboard torsion bar/damper system operated by pullrod and bell crank with a double wishbone arrangement|
|Rear suspension||Inboard torsion bar/damper system operated by pullrod and bell crank with a double wishbone arrangement|
|Electronics||McLaren Electronic Systems. Including chassis control, engine control, data acquisition, dashboard, alternator, sensors, data analysis and telemetry.|
|Bodywork||Carbon-fibre composite. Including engine cover, sidepods, floor, nose, front wing and rear wing. Driver-operated drag reduction system|
|Lubricants & Fluids||Mobilith SHC™ 1500 Grease – lubricates the four tripod joints on the drive-shafts resisting the high temperatures generated by the exhaust and braking systems
Mobilith SHC™ 220 Grease – minimises rolling resistance in the car’s ceramic wheel bearings to help maximise speed.
Mobil SHC™ Hydraulic Oil – running at over 200 bar and 100° C this fluid is an essential part of the hydraulic system which controls gear shift, the throttles and operation of DRS and steering systems
|Tyres||Pirelli P Zero|
|Batteries||GS Yuasa Corporation|
|Instruments||McLaren Electronic Systems|
|Paint solutions||AkzoNobel Car Refinishes using Sikkens products|
|Type||Mercedes-Benz FO 108F|
|Piston bore maximum||98mm|
|Number of valves||32|
|Fuel||ExxonMobil High Performance Unleaded (5.75% bio fuel)|
|Spark plugs||NGK Formula 1 specification racing spark plugs|
|Lubricants||Mobil 1™ Engine Oil – for long engine life, protection and cooling combined with improved fuel economy|
|Weight||95kg (minimum FIA regulation weight)|
|e-Motor||Engine-mounted electrical motor/generator|
|ESS||Integrated energy storage cells and power electronics|
|Gearbox||McLaren-moulded carbon-fibre composite
Integral rear impact structure
|Gears||Seven forward and one reverse|
|Gear selection||McLaren seamless shift, hand-operated|
|Lubricants||Mobil 1 SHC™ Gear Oil – provides reduced fluid traction losses improving gearbox efficiency and delivering more power to the rear wheels|
source : Vodafone McLaren Mercedes