ringo wrote:and i don't think stalling the floor is something any team would want to do.
doing that is actually a drag increase.
Sonic59 wrote:timbo, u dont need to limit DF at high speed. U need to limit drag. DF is useful - it helps braking (drag aslo do it, but u can always increase drag by increasing DF).
timbo wrote:Sonic59 wrote:timbo, u dont need to limit DF at high speed. U need to limit drag. DF is useful - it helps braking (drag aslo do it, but u can always increase drag by increasing DF).
Well, you didn't grasp my reasoning. Say you have a track with a single long straight and a bunch of important 4-5 gear corners -- the problem is that with agressively raked car you may get too much DF on the long straight, that would cause too much scraping. Set the car higher and you don't get enough front wing DF for the corners.
Limiting the floor DF at the top speed you allows you to run the car lower at the medium speeds.
ringo wrote:Also if it is possible for the front wing to attempt to stall the floor, it itself would need to produce a lot of drag, as it has to deflect all that air somehwere else, no air can leak under the wing, between the pylons, under the regulated airfoil section in the middle, or between the wheel and body. This would be difficult.
hardingfv32 wrote:1) Why do we need vortex activity at the front portion of the floor? Why would there be flow attachment issues in this area?
2) This could be a system almost impossible to tune. Seems like any number of factors would cause issues with when the flutter was to be activated. Say track surface conditions/ smoothness, minor tire vibration, or following/passing another car.
shelly wrote:to harding questions:
1)when a vortex get squeezed under the floor, the low pressure of the vortex acts against the floor surface, producing downforce.
The stall of the diffuser does not happen at the leading edge of the floor/sidepod, but at the kink line (rear wheel axis)
Users browsing this forum: bhallg2k and 9 guests