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[ McLaren MCL32 ] text by tw

(This page Japanese page on February 24, 2017 in Japanese, English on February 25, 2017)

First of all, the machine name was not the conventional "MP 4" series, but was newly named "MCL 32".
The name that lasted from the 1980s was the series of "McLaren Project 4", but last year Ron Dennis was dismissed from McLaren's CEO and from 2017 it became a new era McLaren.
Tim Goss served as technical director of MCL 32 development.

On February 24, 2017, McLaren announced the 2017 machine "MCL 32".
See F1 Tsushin for the picture of "MP4-32".
Below, I will write my opinion from the photograph.

First of all, the biggest feature of the MCL 32 is that the air intake of the side pod is surprisingly small!
This is a development concept which makes the engine operate at high temperature and extremely reduces the internal ventilation resistance of the machine.
If the power unit is reliable, it should contribute considerably to the aerodynamic performance. Honda will also recover his honor.
(However, it will be the worst sight if the machine stops because of trouble continuation ....)
The fate of MCL 32 depends on the level of the new power unit, which Honda reviewed its concept.

However, it was McLaren that ultimately decided the concept that machine performance depends on the power unit.
If the new power unit was disappointing, McLaren decided a risky choice that would all end ...

The front wing has seven elements at the wing tip.
Both ends of the front wing blow off the air current strongly, so the air flow inside the wing is easy to peel off, which makes it a lot of gap flaps.

On the front wing there is still room for development as there is no vertical vane besides the cascade.
The splitter under the wing consists of the same straight Three as the other teams.

The front wing stay is long in the front and rear with four gap structures, and it is trying to lead a strong flow of energy toward the inside.
This aim is to increase the kinetic energy of the air current under the nose and to supply a stronger air current to the lower part of the car body.

The nose also adopts the nose hole of the S duct, and it activates the air current under the nose.
From the reflection condition of the light of the presentation site, the top of the nose looks like a shape that separates the airflow slightly to the left and right.
The Pitot sensor on the top of the nose upper is one. It is located behind the front suspension unit.

The mounting position of the push rod of the front suspension on the vehicle body side is as high as the nose upper surface.
From this, there is a possibility that the third damper (pitch controller) is attached to the underside of the 3D shaped locker.

There is still room to raise the position of the front suspension upper arm, the front wheel side, to the upper side.
As opposed to Mercedes, which has been highmounted and wishbone to the limit, MCL 32 has a low critical point.

Although the brake duct of the front wheel is divided into two stages, its function is unknown at this time.

Rear view mirror position is high.
If they do well they may be able to discard the turbulence that will inevitably occur in the mirror to the upper side of the rear wing.
Since the aerodynamic sensitivity on the upper side of the rear wing is dull, if you can discard the turbulence here, it is profitable.

The "vertical S-shaped pod wing" in front of the pod wing, which is prevalent under this new technical regulation, is a modest size.
If you seek aerodynamic performance in poverty, it is likely to be a larger size design, but ...?

The pod wing body covers only a little on the side pod and interference resistance is small.
In conjunction with this, intentional vortex flow is generated in the vertical small vane, and the lift of the side pod is alleviated.

The side crushable structure storage method on the side pod upper side may be increasing the thickness downward from the intake.

And this is the point of attention, but the side pod side lower part was narrowed.
For the new technical regulation this year, the width of the under plate became wide.
I ask about how to speed up the airflow on the side pod side surface and increase the shield with the underside of the car body.
For a wide under plate, I think that it is more effective to make the lower side of the side pod widest within the regulation.

The air intake position of the side pod is on the inner side, narrowing the air current outside the side pod.
However, this area does not contribute much to aerodynamics.
If I want a greed, what if you make a V type side pod when you see it from the front?
Why did they not be able to make the intake thin, wide?
That way the flow velocity at the lower part of the side pod side surface rises, contributing to the aerodynamics of the bottom of the car body ...

The headrest tip is narrow, indicating that the airflow is passing through the left and right of the helmet.
There is a deep groove between the headrest and the side protector, and the air current that passed through this is going to the rear wing without much lift.

The induction pod is the slimest among the new cars at the moment.
I hope this does not indicate that the amount of intake air required by the engine is small ...

Shark fin has a large area.

The unique thing with the rear suspension is that the installation position of the unsprung side pull rod is located inside the car body.
This makes the operating angle of the rod better, but if there is not any contrivance, the rigidity of the upper arm is impaired.

Rear wing wing end plate has 4 longitudinal slits. It is a new design that connects the curved front part and the vertical rear part.
One rear wing stay is a swan neck. Shape separating into inverted U shape at the exhaust pipe.

MCL 32 can not feel weapons besides the concept of reducing internal ventilation resistance.
To be honest, the aerodynamic add-on is too simple, so it's a machine that worries about the level of development.
They have to work hard not only on the power unit but also on the chassis side in order to lead the development.
It seems that a major main sponsor is still absent, but is there a sufficient budget for McLaren?
Competitiveness will be lonesome if the budget was the reason for fewer aerodynamic add-ons of MCL 32.

Driver is Fernando Alonso and newly joined Stopel Bandon.

McLaren MCL 32 specification
mass728 kg (with driver included. Fuel is empty.)
Fuel tank capacity105 kg
ElectronicsMcLaren Applied Technologies made
(Chassis control, power unit control, alternator, sensor, telemetry system)
Wireless deviceMade by Kenwood
SteeringPower assist steering
brakeAkebono brake caliper & master cylinder. Rear only "Brake by wire"
tireMade from Pirelli
wheelMade of Enkey

Honda RA617H specification
Minimum mass145 kg
Internal combustion engine displacement1.6 L
Number of cylinders6
Number of valves4 valves per cylinder
Bank angle90 degree
Maximum rotation speed15,000 rpm
Maximum fuel flow rate100 kg / 1 hour
Fuel injection systemDirect injection (1 injection per cylinder. Max 500 bar)
turboCoaxial single stage compressor, turbine
Fuel & LubricantMade from BP Castrol

MGU-K specificationMGU-H specification
Maximum rotation speed50,000 rpm125,000 rpm
Maximum output120 kWNo limit
Maximum collection volume2 MJ per lapNo limit
Maximum release4 MJ per lapNo limit

Transmission specification
Gear boxCasing made of vertically placed carbon fiber composite
GearForward 8 speed + reverse 1 speed
Gear operationElectric hydraulic seamless shift
DifferentialPlanetary Gear Type, Multiplate Limited Slip Diff
LubricantMade from BP Castrol

(Updated on February 25, 2017.)

Photograph of MCL 32 was added by F1 Tsushin.
The most noteworthy is the picture that shows the three dimensional shape of the side deflector and the picture from the top of the car body as a whole.
The side deflector of the 3D shape has a narrow lower part and an upper part apart from monocoque.
It functions as a turning vane and supplies a large amount of air current to the lower part of the vehicle body.

In the picture seen from the top, you can see two completely new border plates extending rearward from the side deflector.
A border plate extending long in the fore-and-aft direction is a new idea.
Because it changed the air flow of a large amount with the deflector, we can see the intention to stabilize the up and down movement of the air current with the long border plate in the front and back and then move to the under panel.

These two are important developments which greatly contribute to aerodynamic performance and may be expected from the aerodynamic performance of MCL 32 more than what I wrote last night at the top of this page.
However, it will be considered in the future, such as enlarging the size of S-shaped pod wings that are likely to become this year's trend.

And contrary to other teams, both sides of the side pod are made to move forward.
This is to cut the slit inside the under panel under the front side of the side pod while clearing the flat bottom regulation.
I have not yet thought of the merit of cutting a slit here, but it seems that it was adopted because there was a result in CFD and wind tunnel.

In addition, the camera mounting method next to the nose is not more aggressive than Mercedes, but has a slit that becomes a gap.

(Updated on April 21, 2017)
Updated the aerodyautics at the China GP.

The position of the mini-vane at the front end of the upper side of the side pod spread to the left and right.
Each position of the vane is installed at a receding angle.
It seems like a flock of birds flying at V angle.

T wings became a two-tiered structure.
The shape of the left and right is U shape in the horizontal direction, and the tip end flow is beautiful.
In the direction of the blade section, the upper element generates downforce.
Type in which the lower element increases the amount of air flow supplied to the rear wing and is a downward flow.

In free practice, we applied a green paint to visualize the airflow course on the left rear of the car body, and confirmed the effect of aerodynamic design.

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