Lotus E20 Renault

[gilgen]

How usefull a DDRS or passive system is? That actually has little to do with the circuit being high or low downforce, but more about how many straights there are and how long they are. In theory, and I say in theory, the concept will always have benefit: you can add additional downforce without a drag penalty. How large the benefit is depends on afore mentioned factors.
On Spa it is reckoned to have alot of advantage, especially Lotus their system since it will also shed drag at eau rouge. if n-smickles numbers are even remotely right it is something you want to have: you can reduce the AoA of the rear wing with it which would shed alot of drag, more then the 6% the VE adds.

The drag of the rear wing is what provides downforce through the corners. Reduce drag at Eau Rouge and other fast corner, and there will be little downforce to keep the car on track. A passive drag reducer on the straights could be a great idea, but how do you prevent it working on high speed corners?

[beelsebob]

How usefull a DDRS or passive system is? That actually has little to do with the circuit being high or low downforce, but more about how many straights there are and how long they are. In theory, and I say in theory, the concept will always have benefit: you can add additional downforce without a drag penalty. How large the benefit is depends on afore mentioned factors.
On Spa it is reckoned to have alot of advantage, especially Lotus their system since it will also shed drag at eau rouge. if n-smickles numbers are even remotely right it is something you want to have: you can reduce the AoA of the rear wing with it which would shed alot of drag, more then the 6% the VE adds.

The drag of the rear wing is what provides downforce through the corners. Reduce drag at Eau Rouge and other fast corner, and there will be little downforce to keep the car on track. A passive drag reducer on the straights could be a great idea, but how do you prevent it working on high speed corners?

I expect the reason McLaren and others are brining similar parts here is actually that thanks to DRS being banned through eau rouge that you simply don't need all the downforce the car can provide there... Remember, when they were running F-ducts many of the top teams were on it all the way through eau rouge.

[n smikle]

How usefull a DDRS or passive system is? That actually has little to do with the circuit being high or low downforce, but more about how many straights there are and how long they are. In theory, and I say in theory, the concept will always have benefit: you can add additional downforce without a drag penalty. How large the benefit is depends on afore mentioned factors.
On Spa it is reckoned to have alot of advantage, especially Lotus their system since it will also shed drag at eau rouge. if n-smickles numbers are even remotely right it is something you want to have: you can reduce the AoA of the rear wing with it which would shed alot of drag, more then the 6% the VE adds.

The drag of the rear wing is what provides downforce through the corners. Reduce drag at Eau Rouge and other fast corner, and there will be little downforce to keep the car on track. A passive drag reducer on the straights could be a great idea, but how do you prevent it working on high speed corners?

That can be sorta right, but it is not really true.
There is something called aerodynamic efficiency.. you can increase downforce to drag ratio. You can make more downforce without a proptionate increase in drag.

[hardingfv32]

Blow a high speed jet of air under the wing to increase the overall velocity under the wing...

where the slots point backwards...

1) Does high speed jet mean flow velocity equal to or greater than on coming flow? Is the possible in this case?

2) Does slots point 'backwards' mean to the rear of the car? Is it thought that the Lotus slots are currently aimed to the side?

Brian

[turbof1]

How usefull a DDRS or passive system is? That actually has little to do with the circuit being high or low downforce, but more about how many straights there are and how long they are. In theory, and I say in theory, the concept will always have benefit: you can add additional downforce without a drag penalty. How large the benefit is depends on afore mentioned factors.
On Spa it is reckoned to have alot of advantage, especially Lotus their system since it will also shed drag at eau rouge. if n-smickles numbers are even remotely right it is something you want to have: you can reduce the AoA of the rear wing with it which would shed alot of drag, more then the 6% the VE adds.

The drag of the rear wing is what provides downforce through the corners. Reduce drag at Eau Rouge and other fast corner, and there will be little downforce to keep the car on track. A passive drag reducer on the straights could be a great idea, but how do you prevent it working on high speed corners?

Like mentioned above, its all about aero efficiency. You want to have the most downforce for the lowest drag penalty. If I am correct, the lotus system generates extra downforce. Result is that you can remove downforce somewhere else which has a higher drag penalty. You are not removing immense loads of downforce of course; you can only remove at maximum what you added. We know for a fact that a rear wing creates alot of drag. Anything that adds downforce at the back is welcome, so you can reduce the AoA for the same df, but less drag.

[n smikle]

Blow a high speed jet of air under the wing to increase the overall velocity under the wing...

where the slots point backwards...

1) Does high speed jet mean flow velocity equal to or greater than on coming flow? Is the possible in this case?

2) Does slots point 'backwards' mean to the rear of the car? Is it thought that the Lotus slots are currently aimed to the side?

Brian

I tried different positions. A user suggested I should point them backwards, and that just so happens to be the last test I did. It was at 15 degrees from the centre line of the car. It did not produce the same flo-vis pattern as the photos so I will turn them more sideways. I think 30 degrees from the centre line should be about right.

[Jackles-UK]

1) Does high speed jet mean flow velocity equal to or greater than on coming flow? Is the possible in this case?

Brian

The flow might decelerate a bit on exit from the VD in the way the 2012 styles exhaust plumes are said to do but I'd say it probably would be.

One would think that like almost all similar occurences when a bottleneck is formed the volume & velocity of the substance exiting the bottleneck (water/air etc) is squeezed then accelerated to accommodate the newly entering air. A bit like putting your finger over the end of the hose-pipe. Lotus should be able to scare cats off their lawn from almost 30 feet away now!

[aero expert 807]

let me get this straight,The lotus system produces more downforce without a significant increase in drag? or is it the other way around?

[Neno]

let me get this straight,The lotus system produces more downforce without a significant increase in drag? or is it the other way around?

they can run more wing, without losing top speed. with more wing you have better stability in corners, and you can add more downforce on car without losing straight speed. my explanation, but not sure am completley right

[aero expert 807]

let me get this straight,The lotus system produces more downforce without a significant increase in drag? or is it the other way around?

they can run more wing, without losing top speed. with more wing you have better stability in corners, and you can add more downforce on car without losing straight speed. my explanation, but not sure am completley right

Thanks for clarifying.
I guess they could also leave the wing alone and go even faster

[Owen.C93]

Nice little shot.


Two exits.

[Forza]

Belgian GP - Thursday














Edit

[godlameroso]

Excellent work, looks like they are going to use the pelican nose after all

[stefan_]

Any information regarding the presence of "The Device" on Grosjean's car too?

[Morteza]