SiLo wrote: ↑
Tue Oct 06, 2020 10:51 am
Thanks for the responses guys! So it would still see a similar effect (just the vortices rotate the other way).
Is it likely they actually interact with each other slightly and energise themselves? I ask as both flows are contra-rotating at the "meeting point" would both be moving in the same direction.
I wonder if this leads to cleaner airflow for both the vortices as they then move down the car?
Of course, one thing to keep in mind, regardless of Re# high pressure influences vortecies in exactly the same way. High pressure airflow acts as a barrier for a vortex. Look at Hurricanes out in the high seas, they're always steered by high pressure ridges. Curious because a hurricane is a big ass vortex, you'd think high pressure airmass would flow towards the low pressure of the hurricane, but it doesn't, it just acts as a barrier steering it.
When you create high pressure somewhere on the car(which happens with every single appendage you add) if a vortex is travelling parallel to that high pressure, the vortex will be steered by that high pressure field.
The cape can only condition so much airflow, it is still an obstruction, the leading edge of the cape is raised, these factors combined create a high pressure field at the leading edge of the cape, so while the cape and aft turning vanes are sending airflow to the floor, the mouth of the cape creates high pressure field steering the Y250 vortex as you correctly theorize.
The cape can potentially send more airflow to the floor, while strengthening the vortex that interacts with the bargeboards. The J-vanes send less potential airflow to the floor, but more airflow at the bargeboards. It's not a huge change, but can change the potential of the car drastically. McLaren has a unique nose during early season and I think it was their version of a compromise. They will need to go Mercedes style nose to take a step forward. They will be able to put more downforce on the front axle because they'll have more at the rear.
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