Tom145145 wrote: ↑
Sat Jul 28, 2018 8:52 am
High rake is a concept to firstly improve downforce, we can tell this because Adrian Newey uses it on his cars
I fail to see how that makes it a downforce thing.
There are a few issues with it as a whole;
1. With the higher rake, the floor actually is further from the ground, reducing ground effect.
2. Current cars lack the exhaust blowing that filled the area between the tire and the diffuser. This means that you spend a whole lot more energy filling this area with (weaker) vortices.
3. Rake increases rear CoG height.
4. The car will have a larger frontal area. This will be largely mitigated by the softer rear(although less so under DRS)
5. The proximity to the ground of the front wing means it is more sensitive, thus requires more wing elements to reduce it's sensitivity, which reduces peak downforce.
6. The softer rear will hurt the car aerodynamically as the cars' pitch will change more, under braking the front wing will drop further, growing the desire for a less sensitive front wing. Also the rear will raise similarly.
These things are pretty well visible if you compare the Mercedes with other cars; A 5 plane front wing, the sole one on the grid to do so. It's outer section is only 6 elements, where others have 8. Also wingtips are different; Teams place more slots there, presumably to generate the desired vortex under the ever changing pitch conditions.
Therefore I think that in the current environment, the high rake is aerodynamically undesirable.
It's main advantage is mechanical;
You can run a softer rear. The soft rear suspension will significantly help traction, which is a great thing to have with the torquey V6 engines.
This also helps with tire life.
And this also is something visible; Mercedes has struggled very much on tracks where traction is key, but they dominated the aero tracks.
All these things suggest the rake is mechanical.