安德森对迈凯轮2027年概念前翼的看法
安德森认为迈凯轮将新前翼称为2027年概念有些奇怪，但他认为如果它在赛道和模拟工具中表现出潜力，应该现在就开始使用。
没有车队愿意在公共场合展示自己的脏衣服，所以麦凯轮将其新前翼称为2027年概念似乎很奇怪。
在那个位置，如果赛道上的数据和模拟工具显示它有潜力，我会现在就使用它，并且会非常重视它作为2026年的部件。在剩下大约四场比赛和下一个赛季开始前五个月的时间里，我会尽可能多地从中学习，并希望在下个赛季开始之前，通过它取得一步或两步的进步。
主平面和尾翼下部的交汇处，用红色椭圆突出显示，是吸引我注意的地方。
红牛赛季初就采用了这个概念，梅赛德斯和其他车队也紧随其后。将其更多地设计为单一的下表面，可以减少尾翼底部对地面的敏感性，因此在高速弯角处，汽车的前部应该产生更一致的下压力。基本上，它应该感觉不那么抓地，使汽车的后部更加稳定。
前部和中央元素之间的槽口轮廓，用绿色箭头突出显示，也已经发生了改变。
这与用浅蓝色箭头突出显示的轮廓变化以及第三元素最长弦段的定位一致。由于该部分略微向内移动，这将改变气流到达地板前缘的位置。
让我有点困惑的是，从直线模式中减少第二和第三元素的角度，到仅减少第三元素的角度，当直线模式激活时。这意味着前翼在弯道模式中力量较小，但这是以整体下压力为代价的。
当机翼处于弯道模式（最大下压力）时，下表面的低压将更多地将其气流通过第一和第二元素之间的槽口。为了补偿这一点，迈凯轮减少了主翼弦长，用绿色箭头突出显示，并增加了第二元素的弦长，用浅蓝色箭头突出显示。
将机翼安装在第二个元素上，如红色椭圆所示，这个概念是合理的，因为它具有最佳的刚度和重量比，但前提是你不将中翼作为直线模式翼角减少的一部分。因此，这可能加上汽车似乎在低速到中速弯角和高速弯角之间平衡方面存在问题的实际情况，导致了麦凯轮队采用这个概念。
后翼尾缘也有一些小的改进，如绿色箭头所示。我看不到足够的信息来判断它是否是一个全新的套件，但我已经指出了这些小的改进。这些改进将改善机翼下方的气流，这些气流受到双支撑柱的影响。在这些安装背后的微小气流分离问题可以非常容易地扩散到机翼下方的更大区域。麦凯轮队还宣布了一种新的扩散器和重新设计的后梁翼。
今年梁翼的弦长比以往赛季短得多，但在提高扩散器性能方面仍然非常强大。我没有足够的信息来详细说明扩散器。
这基本上是影响汽车整体性能的主要组件，因此车队通常会很好地隐藏这些组件。
“尽管我有一半的时间是半场，但我们明天会把所有的升级都放在一起，升级似乎给了我们希望的结果，我会这么说。”这是兰多·诺里斯在周五对升级的早期评价。
“最终，升级是为了提高圈速和性能。它们不是为了仅仅改善操控。完美的升级是那种既能提高圈速，同时又能提升操控性的升级，尤其是在这辆车如此难以操控的情况下。”
“我认为可能有一些小的改变朝着正确的方向；它似乎驾驶起来更加直接。”
“但我认为我们永远不能仅仅在一个赛道上就对事情做出判断。但到目前为止，对于今天来说，事情似乎更加直接，这是好事。”
让我们看看周六和周日当这一切真正重要时，它的表现如何，以及麦凯轮是否能在周末的比赛中保持所有这些组件在车上。
英文原文
No team wants to show its dirty washing in public, so McLaren calling its new front wing effectively a 2027 concept seems strange.
In that position, assuming the numbers on track and the simulation tools show it has potential, I’d be using it now and considering it very much a 2026 part. With (perhaps) four races remaining and roughly five months before the start of next season, I’d be learning as much as possible from it and would hopefully make a step or two as a result of it before next season kicks off.
The intersection between the mainplane and the lower foot of the endplate, highlighted with the red ellipse, is what caught my eye.
Red Bull started the season with this concept, and Mercedes and others have followed. Making it more of a single lower surface reduces the sensitivity of the endplate footplate to the track, so in high-speed corners the front of the car should produce more consistent downforce. Basically, it should feel less snatchy, making the rear of the car more stable.
The slot gap profile between the forward and central elements, highlighted with the green arrow, has also been altered.
This is in line with the profile change highlighted with the light blue arrow and the positioning of the longest chord section of the third element. With that section slightly more inboard, this will alter where the mass flow reaches the leading edge of the floor.
What confuses me a little is the change from reducing the angle of the second and third elements in straight mode to reducing only the angle of the third when straight mode is activated. It means that the front wing is less powerful in corner mode, but that comes at the expense of overall downforce.
When the wing is in cornering mode (max downforce), the low pressure on the lower surface will pull more of its airflow through the slot gap between the first and second elements. To compensate for this, McLaren has reduced the chord length of the mainplane, highlighted with the green arrow, and increased the chord length of the second element, highlighted with the light blue arrow.
Mounting the wing on the second element, as highlighted with the red ellipse is sensible with this concept as it’s the best stiffness-to-weight compromise, but only if you don’t use the mid-flap as part of the straight-line mode wing angle reduction. So perhaps that, together with the fact that the car seems to be struggling with the balance between low- to medium-speed corners and high-speed corners, has led McLaren to this concept.
There are also small additions to the rear wing trailing edge, highlighted with the green arrows. I can’t really see enough to tell if it’s a completely new package, but I’ve highlighted the small additions. These will improve the airflow on the wing’s underside, which is affected by the twin mounting pillars. A small airflow separation problem behind those mountings can very easily spread across a much wider section of the wing’s underside.McLaren has also declared a new diffuser and a re-profiled rear beam wing.
This year the beam wing has a much shorter chord than in previous seasons, but it’s still very powerful when it comes to improving the performance of the diffuser. I don’t have the visual information to go into much detail on the diffuser.
It’s basically the component that has a major influence on the overall performance of the car, so teams tend to keep these components well hidden.
"The upgrades, even though I had half and then half, and we’re going to put everything together for tomorrow, the upgrades seem to have given what we hoped for, I would say," was Lando Norris's early verdict on Friday.
"Ultimately, the upgrades are there to bring laptime and bring performance. They’re not set out just to improve handling. A perfect upgrade is one that brings laptime and at the same time brings a handling upgrade, especially with how tricky the car’s been.
"I would say maybe there’s a small change in the right direction; it seems just a little bit more straightforward to drive.
"But I don’t think we can ever judge things over just one track. But so far, for today, things have seemed a little bit more straightforward, which is a good thing."
Let’s see how it all performs when it matters on Saturday and Sunday and if McLaren keeps all these components on the car as the weekend progresses.
The Race ·
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