The revisions built on fundamental changes to its side body and engine cover layout, as well as changes to the floor and diffuser earlier in the season.
However, the scale of the development package and the logistical challenges involved meant that the parts were only fitted to one of its cars, with Lando Norris being given the go-ahead for the Marina Bay weekend.
A second set of parts will be available in Japan, allowing Daniel Ricciardo to enjoy what the team hopes will be a performance boost.
The most dramatic change in this new package comes from the new intake arrangement, with the team apparently taking inspiration from Red Bull. However, it should also be seen as a continuation of the design changes he had already implemented on the MCL36 this season.
While others have converged on Red Bull’s overall pontoon solution, with a number of teams now sporting the downwash style ramp solution, McLaren is the first to try an open-top entry layout similar to the one used on the RB18.
Granted, it’s not an exact replica, nor should we expect it to be, especially since there’s still a lot of difference in the overall layout of the pontoons, although are conceptually similar.
Perhaps more importantly, there is a significant difference in terms of underhood layout, with differences not only in the internal packaging of the radiators, coolers and electronics housed inside, but also in the positioning of the side impact beams (SIS).
McLaren MCL36 & Red Bull RB18 internal pontoon and SIS details
Photo by: Uncredited
As we can see in the side by side comparison, not only does McLaren have their lower SIS positioned higher than Red Bull, they opted for a more rearward position for the upper SIS, mounting it behind the cooling tackle .
McLaren could consider repackaging the entire sidepod arrangement for next season. However, in the meantime, he hopes changes to the inlet and forward section of the coke bottle line will improve cooling and aerodynamic efficiency, with the cooling louvers also being fitted in result.
Another aspect of the pontoon design that has been adapted from Singapore is the forward undercut, with a deeper gully below the entrance that takes into account the revised flow it will receive given the changes to the ground , to the bib and to the ground fences in front of him .
McLaren were one of only two teams (the other being Alfa Romeo) to opt for a different solution for the floor where it connects to the side of the chassis at the start of the season. With his rival dropping the idea early on, it was likely that the Woking side would drop it as well.
The outgoing solution saw a channel created along the centerline of the car which routed airflow under the centerline of the car to the upper floor surface and around the sidepods.
The arrangement had the effect of depriving the subfloor of some of the airflow it might otherwise receive, with the underfloor channels being narrower on the MCL36 than some of its opponents.
As part of its redesign, all of that design language has been eroded with the leading edge of the floor now set in place to join the side of the chassis, while all of the fencing has been optimized to take advantage of the new airflow regime. flow.
The inside of the fences now sits above the ground in much the same way we’ve seen from Ferrari, while a vertical deflector now also sits further forward to divide the mud flap and underside of the frame.
Hidden changes
McLaren MCL36 floor
Photo by: Giorgio Piola
While we can see McLaren’s modifications to the exterior surfaces of the MCL36, it’s what’s underneath that’s likely to deliver the biggest performance payoff.
Unfortunately for us, that’s a view we rarely get of F1 cars, with the exception of the mechanics giving us a view of the subfloor when we’re working on the car or the car is being lifted off the circuit by a crane .
It’s clear that McLaren are proactive in their design processes, with the team using the stepped boat tail solution also seen on the core team’s designs. [3].
However, it’s likely that changes to the exterior of the floor have also resulted in changes to the subfloor, we’ll just have to wait to see those.
McLaren also noted in its submission for the pre-event car show that it also has a new diffuser.
However, this was considered a test item to better understand local flow behavior at different ride heights and may never be used during the competitive portion of the race weekend.
McLaren MCL36 front brake duct inlet comparison
Photo by: Uncredited
In an effort to help control temperatures in Singapore, McLaren has also changed the size and therefore the shape of the entrance.
The enlarged variant is what we would consider more of a conventional shape, though clearly formed with the intention of keeping the junction where the top triangle and pull rod meet, exposed.
It shares this commonality with its regular (inset) design, as it also leans at the top to expose the hanging elements.
Alpine floor
Comparison of Alpine A522 floors
Picture by: Alpine
Alpine did not have a McLaren-wide update package available in Singapore but it did at least have a new floor available to both drivers.
And, again, while there are changes on the surface, it seems like the most powerful changes are hidden underneath.
These changes to the subfloor include a new ridge design that will work in conjunction with the “ice skates” that the team introduced a number of races ago.
On the outside, changes to the ground edge were evident, with the previously upward-sloping rear section of the midsection being flattened. This section of the floor now also features a full-length metal strip on its edge, while the floor section behind it now also features a metal strip to protect it as well.
The team is pleased, not only with this isolated update, but with the promise it shows by allowing the team to continue its development vision for the rest of the season and into 2023, as the noted technical director Matt Harman.
“This [the floor] is very strong in this race, but it also opened up opportunities and concepts on the car for us,” he said. “This won’t be our last update of the year, we have other little things to come. But also, it’s a bit of a window on next year.
Floor Aston Martin AMR22
Photo by: Uncredited
Aston Martin has also made changes to the floor edge, with a solution seen elsewhere on the grid making its way to the AMR22.
As seen on the Ferrari F1-75 and Red Bull RB18, there is now a cutout ahead of the rear tire where a flap protrudes from below the floor.
The flap is probably connected to an “ice skate” edge wing, as has been the case on their rivals’ arrangements.
The use of this flap, in conjunction with a raised floor section just after the cutout, will develop desirable flow structures to help combat tire slack, a phenomenon caused by tire rotation and deformation. and which, if left unchecked, can rob the performance broadcaster.
AlphaTauri AT03 nose detail
Photo by: Giorgio Piola
AlphaTauri showed off a new nose and front wing design for the Singapore Grand Prix, as the team ditched their more innovative design for something more in line with what we see elsewhere on the grid.
The solution he’s used so far saw the tip of the nose sit lower than the main plane, which connected to the side of the nose, allowing room for airflow to work its way under assembly (red arrow, inset).
The new design abandons this ethos in favor of a full-span mainplane that is lower in the midsection than it is at its outer ends. The nose then sits atop the mainplane as the team takes advantage of the opportunity to redesign that part of the nose, without having to crash test again while doing so.
It’s an approach the whole grid has taken this season to keep costs down, with the nose made up of the internal crash structure and the many panels around it, so changes can be made if performance gains could be found from a different approach.
The vanity panel used at the tip of the nose of the AT03 is clear in the illustration of the new and old specifications and highlights how this is made possible.
It’s also worth noting that AlphaTauri switched to a NACA-style driver’s cooling duct with its new design and inlet position, rather than the oval variant that was present with the old tip design. nose.
The revisions built on fundamental changes to its side body and engine cover layout, as well as changes to the floor and diffuser earlier in the season.
However, the scale of the development package and the logistical challenges involved meant that the parts were only fitted to one of its cars, with Lando Norris being given the go-ahead for the Marina Bay weekend.
A second set of parts will be available in Japan, allowing Daniel Ricciardo to enjoy what the team hopes will be a performance boost.
The most dramatic change in this new package comes from the new intake arrangement, with the team apparently taking inspiration from Red Bull. However, it should also be seen as a continuation of the design changes he had already implemented on the MCL36 this season.
While others have converged on Red Bull’s overall pontoon solution, with a number of teams now sporting the downwash style ramp solution, McLaren is the first to try an open-top entry layout similar to the one used on the RB18.
Granted, it’s not an exact replica, nor should we expect it to be, especially since there’s still a lot of difference in the overall layout of the pontoons, although are conceptually similar.
Perhaps more importantly, there is a significant difference in terms of underhood layout, with differences not only in the internal packaging of the radiators, coolers and electronics housed inside, but also in the positioning of the side impact beams (SIS).
McLaren MCL36 & Red Bull RB18 internal pontoon and SIS details
Photo by: Uncredited
As we can see in the side by side comparison, not only does McLaren have their lower SIS positioned higher than Red Bull, they opted for a more rearward position for the upper SIS, mounting it behind the cooling tackle .
McLaren could consider repackaging the entire sidepod arrangement for next season. However, in the meantime, he hopes changes to the inlet and forward section of the coke bottle line will improve cooling and aerodynamic efficiency, with the cooling louvers also being fitted in result.
Another aspect of the pontoon design that has been adapted from Singapore is the forward undercut, with a deeper gully below the entrance that takes into account the revised flow it will receive given the changes to the ground , to the bib and to the ground fences in front of him .
McLaren were one of only two teams (the other being Alfa Romeo) to opt for a different solution for the floor where it connects to the side of the chassis at the start of the season. With his rival dropping the idea early on, it was likely that the Woking side would drop it as well.
The outgoing solution saw a channel created along the centerline of the car which routed airflow under the centerline of the car to the upper floor surface and around the sidepods.
The arrangement had the effect of depriving the subfloor of some of the airflow it might otherwise receive, with the underfloor channels being narrower on the MCL36 than some of its opponents.
As part of its redesign, all of that design language has been eroded with the leading edge of the floor now set in place to join the side of the chassis, while all of the fencing has been optimized to take advantage of the new airflow regime. flow.
The inside of the fences now sits above the ground in much the same way we’ve seen from Ferrari, while a vertical deflector now also sits further forward to divide the mud flap and underside of the frame.
Hidden changes
McLaren MCL36 floor
Photo by: Giorgio Piola
While we can see McLaren’s modifications to the exterior surfaces of the MCL36, it’s what’s underneath that’s likely to deliver the biggest performance payoff.
Unfortunately for us, that’s a view we rarely get of F1 cars, with the exception of the mechanics giving us a view of the subfloor when we’re working on the car or the car is being lifted off the circuit by a crane .
It’s clear that McLaren are proactive in their design processes, with the team using the stepped boat tail solution also seen on the core team’s designs. [3].
However, it’s likely that changes to the exterior of the floor have also resulted in changes to the subfloor, we’ll just have to wait to see those.
McLaren also noted in its submission for the pre-event car show that it also has a new diffuser.
However, this was considered a test item to better understand local flow behavior at different ride heights and may never be used during the competitive portion of the race weekend.
McLaren MCL36 front brake duct inlet comparison
Photo by: Uncredited
In an effort to help control temperatures in Singapore, McLaren has also changed the size and therefore the shape of the entrance.
The enlarged variant is what we would consider more of a conventional shape, though clearly formed with the intention of keeping the junction where the top triangle and pull rod meet, exposed.
It shares this commonality with its regular (inset) design, as it also leans at the top to expose the hanging elements.
Alpine floor
Comparison of Alpine A522 floors
Picture by: Alpine
Alpine did not have a McLaren-wide update package available in Singapore but it did at least have a new floor available to both drivers.
And, again, while there are changes on the surface, it seems like the most powerful changes are hidden underneath.
These changes to the subfloor include a new ridge design that will work in conjunction with the “ice skates” that the team introduced a number of races ago.
On the outside, changes to the ground edge were evident, with the previously upward-sloping rear section of the midsection being flattened. This section of the floor now also features a full-length metal strip on its edge, while the floor section behind it now also features a metal strip to protect it as well.
The team is pleased, not only with this isolated update, but with the promise it shows by allowing the team to continue its development vision for the rest of the season and into 2023, as the noted technical director Matt Harman.
“This [the floor] is very strong in this race, but it also opened up opportunities and concepts on the car for us,” he said. “This won’t be our last update of the year, we have other little things to come. But also, it’s a bit of a window on next year.
Floor Aston Martin AMR22
Photo by: Uncredited
Aston Martin has also made changes to the floor edge, with a solution seen elsewhere on the grid making its way to the AMR22.
As seen on the Ferrari F1-75 and Red Bull RB18, there is now a cutout ahead of the rear tire where a flap protrudes from below the floor.
The flap is probably connected to an “ice skate” edge wing, as has been the case on their rivals’ arrangements.
The use of this flap, in conjunction with a raised floor section just after the cutout, will develop desirable flow structures to help combat tire slack, a phenomenon caused by tire rotation and deformation. and which, if left unchecked, can rob the performance broadcaster.
AlphaTauri AT03 nose detail
Photo by: Giorgio Piola
AlphaTauri showed off a new nose and front wing design for the Singapore Grand Prix, as the team ditched their more innovative design for something more in line with what we see elsewhere on the grid.
The solution he’s used so far saw the tip of the nose sit lower than the main plane, which connected to the side of the nose, allowing room for airflow to work its way under assembly (red arrow, inset).
The new design abandons this ethos in favor of a full-span mainplane that is lower in the midsection than it is at its outer ends. The nose then sits atop the mainplane as the team takes advantage of the opportunity to redesign that part of the nose, without having to crash test again while doing so.
It’s an approach the whole grid has taken this season to keep costs down, with the nose made up of the internal crash structure and the many panels around it, so changes can be made if performance gains could be found from a different approach.
The vanity panel used at the tip of the nose of the AT03 is clear in the illustration of the new and old specifications and highlights how this is made possible.
It’s also worth noting that AlphaTauri switched to a NACA-style driver’s cooling duct with its new design and inlet position, rather than the oval variant that was present with the old tip design. nose.