Mind-Blowing Secrets of McLaren’s Aero Wizardry Revealed at Monza! 🔥🏁

“In fact, one of the main challenges facing the team involves improving the aerodynamic efficiency of its MCL60. This issue has been particularly noticeable on circuits where the car’s aerodynamics have led to excessive drag.

The recent Italian Grand Prix presented a unique challenge due to the emphasis on straight-line speed at the Monza track. McLaren had already been at a disadvantage in this aspect compared to their competitors at previous races like Spa-Francorchamps. As a result, it was clear that the team needed to introduce a new set of components to remain competitive and vie for valuable points.

While many of McLaren’s rivals focused their efforts on developing a specialized rear wing design tailored to the unique demands of Monza, McLaren also introduced a track-specific design of their own. Additionally, they used free practice sessions to collect side-by-side data on a lower downforce variant that could prove beneficial in upcoming races.

Ultimately, during FP1, McLaren decided to race with a design similar to what was seen on Oscar Piastri’s car, featuring rear wing elements that occupied less space within the allowable box region. However, it’s worth noting the significant difference in the beam wing configuration between Piastri’s car and Lando Norris’ MCL60.

In contrast to Norris’ car, which featured a lower downforce beam wing configuration, Piastri’s car was equipped with a higher downforce rear wing design characterized by a spoon-shaped mainplane and an upper flap with a trailing edge matching that shape. Notably, McLaren also incorporated an upper corner infill panel for the endplate, a design element previously adopted by Alpine in 2022 and more extensively by Mercedes since then.

Apart from rear wing adjustments, McLaren implemented several other strategies to enhance the MCL60’s efficiency, not only for Monza but also for future races. At the front of the car, a subtle alteration was made to the brake duct inlet. The upper half of its shape was modified to improve external flow over and around the suspension components and the rest of the brake duct fence. This adjustment also influenced the wake turbulence generated by the front tire, which is critical to consider when assessing downstream flow.

However, it’s important to strike a balance when designing these components, ensuring they provide adequate brake cooling performance. This means that the older configuration may still be necessary for some of the remaining races, even though the design used in Monza is expected to make additional appearances.

Meanwhile, Ferrari chose to revisit its approach at the Italian Grand Prix, opting to use the same rear wing design from the previous year. This wing featured a notably shallow mainplane without the usual spoon-shaped profile. It was mounted on a twin-pillar arrangement intersecting the element, a departure from the swan-neck-style design seen in its single-pillar layout. To further reduce drag, the team removed the Gurney flap from the trailing edge of the upper flap, which had been used in the 2022 configuration. However, the Gurney flap on the trailing edge of the single-element beam wing remained unchanged from the previous year.”

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