Mcl went with a complex floor edge far earlier than most. With a finned scrolled edge towards the front, a flap in the mid section and a well supported deck in front of the rear tyre. #F1#TechTalk
Speed Kiwi on the DRS pod. The lower DRS linkage pulls the flap open, the upper part omission a stay with a pivoted end to support the wide flap. #F1#TechTalk
After early season problems with brake ducting, the team finally developed a well managed carbon exit duct. #F1#TechTalk
Front wing detail with the flap angle adjuster.
Mcl have this inboard, other teams place it outboard to exploit a vortex produced when the flap flexes at speed. #F1#TechTalk
Missing the tea tray itself in this picture, Mcl use a buckling stay support the front of the floor. #F1#TechTalk
Uniquely the floor inlet joins to the t- tray. Flow over the tray goes up over the floor thru the sidepod undercut. There is a floor spec with part of the fence-teatray join cut away to allow more flow into the main underfloor tunnel
Note the high tunnel roof height #F1#TechTalk
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Some analysis into the #MV33 brake failure & fire at the #AustralianGP.
RBR said the right rear caliper was stuck on, which would have been detectable by pressure sensors.
So, it wasn't a blocked brake duct (my initial guess).
thread....
#F1 #F1Tech
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The heat from the brake being constantly on, set the brake duct on fire.
However, the brake disc did not explode when entering the pits. As the disc was still visible & intact in the pits.
The blast was probably the wheel/tyre failing releasing the air & blowing debris everywhere
So, where does the brake system split to isolate the RR caliper and what parts might be responsible?
The brake system is split front and rear.
The front shares the same pedal and tandem master cylinder with the rear, so we can exclude those parts.
It's been exactly 3 years since Romain Grosjean's huge accident in Bahrain.
The monocoque was on at the @F1Exhibition in Madrid this summer.
I took some time to look over the tub and noted the damage, which included elements I wasnt aware of...
#F1 #F1Tech
Thread....
Summarising the crash
The car went intact into the barriers at 197kph, at an angle on it's right hand side. This was the biggest deceleration, 67g.
The car jammed in the barrier and flicked around to the left, breaking apart in doing so, the survival cell remaining in the barrier
2)With the initial frontal hit to the barriers, the nose box wasnt evident on the car or track in the post crash pics.
But some of the nose is still attached to the right, but little remains on the left.
Most of the length of the nose appears to be used in absorbing the impact.
Williams are another team bringing a big update to their car.
The FW45 has had a thorough aero review, with one set of bodywork readied for #AA22 at the #CanadianGP. #F1#F1Tech
The floor is the key change. Mostly the underside, but the inlet fences, floor edge and diffuser are more visible changes. The rear brake ducts are reworked accordingly. #F1#F1Tech
Also the sidepods, feature new inlets and a deeper scallop to the waterslide. Directing more flow to the diffuser. #F1#F1Tech
The first big update to the AMR23.
Heavily revised sidepods, floor edge and cooling outlets. #F1#F1Tech#CanadaGP
The waterslide is narrowed and starts with a distinct edge. This may be to contain the rotating airflow, which marries up with the revised undercut, to create more load over the diffuser. #F1#F1Tech#CanadaGP
The undercut feeds into the floor edge further back and with more more load.
The floor edge has been revised, but not in a substantially different way.
The rear tyre temperature sensor is embedded in the floor (red) #F1#F1Tech#CanadaGP
Corner entry deceleration issues for RBR persist. #F1 cars 'brake' in several ways. There's the hydraulic brakes, hybrid braking and engine braking. All affect how the car slows & rotates into a turn. From inputs at the pedals, calculated by the ECU. #F1Tech#AustralianGP
Simply lifting off the throttle gives engine braking. This map can be varied from the steering wheel button (EB or Torque). Altering the throttle/fuelling at that moment.
More EB (up to a point) gives stability/understeer. Less EB gives more rotation.
Confusing things more are the differential settings, that gave a similar balancing effect on corner entry.
Speaking to guests after #AustralianGP Quali, Lawrence Stroll revealed part of the reason for AMR's pace & why LS was a little slower than FA, but much closer today
The bulged sidepods are driven by exhaust vibrations to ease boundary later build up over and the car #F1#f1tech
Boundary layer is a phenomena where there's a layer of air stuck to the car. Over long surfaces it builds up & upsets the aero.
AMR tech director Dan Fallows discovered at Red Bull, during the exhaust blown diffuser era, that vibrating the bodywork reduces this. As used on planes
So, the large sidepod flanks are built internally, to be vibrated by the exhausts, not using the exhast gasses, just their movement
The large flanks to the sidepods each house a large internal volume called the 'Resonant Tank'. This shakes the waterslide tunnel and the underfloor