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[beelsebob]

I'm more curious if something clever couldn't be done with the location of the pivot point. The regs seem to assume that the pivot is always located within the section itself, but I don't think they specifically state that it has to be. That is, you might be able to bracket the wing at the endplates and set the pivot point farther back or higher than the regs assume you could.

What about further down? If the pivot was located towards the center of the wing section. I believe the rules specify the maximum allowable travel for the leading edge of the wing section, which is why a shorter element yields greater drs effect, but if it pivoted in the center, this would allow a much bigger section while still lying flat when the drs is activated.

Nope, it has to be positioned within 20mm of the top-rear of the wing.

[Pup]

3.18.1 third dash demands that if you want to move part of the wing, you must have exactly 2 closed sections.

Ahh, I see it now. I was having trouble parsing that sentence out of FIA speak, until I realized it was part of the 'provided' above.

[Pup]

Nope, it has to be positioned within 20mm of the top-rear of the wing.

To the front and beneath, at least. I don't see any limits on placing it above or behind, but then you've already revealed the extent to which I've studies these regs.

[beelsebob]

Nope, it has to be positioned within 20mm of the top-rear of the wing.

To the front and beneath, at least. I don't see any limits on placing it above or behind, but then you've already revealed the extent to which I've studies these regs.

Indeed – sorry, that was meant to be refuting Nickel's suggestion of moving it further down – not your suggestion of having it on a long lever.

[Pup]

I guess the problem is that the tail end of the upper element is probably already at the upper and rearward limit of the regs, so you couldn't really hinge the wing from behind without moving it outside of the allowable area when activated. From above maybe, but the possible locations would be limited.

Moving on then...

[atanatizante]

I guess the problem is that the tail end of the upper element is probably already at the upper and rearward limit of the regs ...

It make sense to move this upper element forward and above the main element?
How far could you move it?

[Shrieker]

I posted this on the RB8 thread when they reverted back to testing the central pillar sollution for flap actuation, but it got completely neglected. Maybe rightfully so, given my technical prowess (or lack thereof )

Why would Red Bull go back to central pillar for flap actuation after all the effort? I was thinking the other day if you apply enough force, you can twist/bend the entire rear wing assembly. That surely could bring a substantial gain when the DRS is activated.

[Nickel]

I thought the point of bending body work was to get it closer to the ground for ground effect. What would be the benefit of bending the rear wing? Changing AoA?

[Shrieker]

Yeah, why not ? Isn't that what the flexi rear wings were aiming for after all ? Theoretically, "the thing" at the top of the central pillar is a winch that applies force to the flap to pull it upwards; a winch with a fulcrum point at the bottom of the pillar where it meets the beam wing

[Nickel]

Yeah, why not ? Isn't that what the flexi rear wings were aiming for after all ? Theoretically, "the thing" at the top of the central pillar is a winch that applies force to the flap to pull it upwards; a winch with a fulcrum point at the bottom of the pillar where it meets the beam wing

Having some trouble following your train of thought. Are you implying the force from the drs actuator acts in a downward direction on the beam wing, essentially increasing the AoA of the beam wing? would this not be in opposition to what is desired upon activating the drs? Maybe I'm reading your idea wrong...



Separate subject: Would the coanda effect in the exhaust channel actually create lift as far as the chassis is concerned?

[Shrieker]

Take a rod, push the DRS flap upwards from under, when it's(the flap's) range of motion is over the force you'll be applying will start flexing the entire rear wing assembly - provided it's been designed and manufactured with that in mind.

[Nickel]

I understand now, very interesting idea indeed!

[scarlet]

http://xpb.cc/viewpicture.asp?id=473430

Nothing obvious from that angle, although it may not be on the car yet.

[scarlet]

New pitstop light system looks interesting: http://xpb.cc/viewpicture.asp?id=473490

I'm guessing: Each corner of the car has its own set of red and green lights. From the top, front jack, front wheels, rear wheels, rear jack. Bottom set turns from red to green when everything is done.

[KeiKo403]

New pitstop light system looks interesting: http://xpb.cc/viewpicture.asp?id=473490

I'm guessing: Each corner of the car has its own set of red and green lights. From the top, front jack, front wheels, rear wheels, rear jack. Bottom set turns from red to green when everything is done.

So how do you think that traffic in the pitlane is coped with...no lollipop man to judge if it's safe to release the car?
Please Lewis, no more crashes.

EDIT: Actually looks like a lollipop man had a remote switch upper-right hand man in the pic. http://xpb.cc/viewpicture.asp?id=473499