Lotus E20 VD

[superdread]

The reason they use the pylon is because they moved the hydraulics from the end-plates. The pylon houses the hydraulics.
In other words the air channels are in the end plates so there is no space for the hydraulics in the end-plates.

Then they would have gone for a nice swan-neck, no need to mess up the underside of a wing for nothing. Also the smooth integration into the air-channel running down the engine cover does hint that they take flow from there. And last but not least, the energy of the flow they take at the upper flap, turned around, turned downwards and then perpendicular to the endplate would be far too low to separate the flow.

[amc]

The reason they use the pylon is because they moved the hydraulics from the end-plates. The pylon houses the hydraulics.
In other words the air channels are in the end plates so there is no space for the hydraulics in the end-plates.

That would seem reasonable, but Mercedes have both air ducts and hydraulics in the endplates. And the DRS still works when the pylon isn't there. But other than that, it's a watertight theory and I can't fault it.

The separation we saw in those photos underneath the rear wing could be the effect the system has when it stalls the rear wing. It is possible that the centrally activated DRS now also removes a blockage in the 'pylon' as we are calling it to allow the air to be drawn through the pylon and under the wing. The comparatively high pressure in the pylon compared to underneath the wing may produce a distribution shape something like what we saw with the flow-vis but I can't be sure without seeing any CFD. When the rear wing isn't being stalled, the airflow that enters through the ears goes out under the monkey seat.

I don't think it has anything to do with the diffuser, nor do the ears form a cooling intake because there is no effect when they are taped up. But I expect the hole under the monkey seat is a cooling exit.

[bhall]

I know we like to get away from simplicity here on the forum. Lord knows I'm one of the worst offenders in that regard. Just yesterday I proposed that likely abrasions on the bottom of the F2012 front wing could be a DDRS-type development. But, in this case, I truly believe that what you see is what you get.


(Click to enlarge)

A passive system that stalls a small portion of the main plane is what happens with a 77-page rulebook and a car not designed from the outset to have a DDRS system. This is 2012-style innovation.

[superdread]

I know we like to get away from simplicity here on the forum. Lord knows I'm one of the worst offenders in that regard. Just yesterday I proposed that likely abrasions on the bottom of the F2012 front wing could be a DDRS-type development. But, in this case, what you see is what you get.

A passive system that stalls a small portion of the main plane is what happens with a 77-page rulebook. This is 2012-style innovation.

Hey, the rules were stupid before this season (double diffusers come from someone wanting a really short definition of what a diffuser is). But stalling a wing from the side is not very sleek.

[bhall]

I agree. It's not very sleek at all. But, it is what it is.

Mercedes have definitively shown that a full-fledged Daffy Duct is far from a silver bullet in terms of performance. That's why there's been no rush from other teams to incorporate the concept into their cars, which was not the case at all with double-diffusers in 2009 and F-ducts in 2010.

The Lotus solution here is just a little nod to a little bit of added performance. Think of it as a building block, and it makes a lot more sense.

[Owen.C93]

The reason they use the pylon is because they moved the hydraulics from the end-plates. The pylon houses the hydraulics.
In other words the air channels are in the end plates so there is no space for the hydraulics in the end-plates.

Why not do what most other teams do and use a pod in the middle of the wing?

I've looked through thousands of images these past few weeks and not a single one with the DRS open

[superdread]

The reason they use the pylon is because they moved the hydraulics from the end-plates. The pylon houses the hydraulics.
In other words the air channels are in the end plates so there is no space for the hydraulics in the end-plates.

Why not do what most other teams do and use a pod in the middle of the wing?

I've looked through thousands of images these past few weeks and not a single one with the DRS open

They have a pod above the rear wing, and I'm pretty sure it is fed by a tube along an endplate and the wing.
A hydraulic tube is so small (<1cm in diameter) that you could easily fit it alongside an pneumatic tube (which have to be roundish to minimize boundary area for low flow resistance).

To balance all what I've just said: Aren't these systems electric by now?

[nacho]

In FP1 Raikkonen started using the wing it was in the TV feed also. I think he used it also in some weird places, maybe to test how it affects grip?

[strad]

My theory is that this device regulates the air flow under the engine cover.
Internal aerodynamics are a large contributor to drag.
.

I gave ya a plus one for that post,,not necessarily because I agree but because when I was trying to tell these cats how important internal air flow is they scoffed...So you get a point for at least understanding ya gotta control internal flow for aero stability.

[strad]

Y'all should watch the Hungary chalk talk...I know Steve is a repetitious but..
http://www.speedtv.com//video/formula-1 ... 01/1#_vtop

[Huntresa]

The reason they use the pylon is because they moved the hydraulics from the end-plates. The pylon houses the hydraulics.
In other words the air channels are in the end plates so there is no space for the hydraulics in the end-plates.

What about the airbox inlets ???

[superdread]

My theory is that this device regulates the air flow under the engine cover.
Internal aerodynamics are a large contributor to drag.
.

I gave ya a plus one for that post,,not necessarily because I agree but because when I was trying to tell these cats how important internal air flow is they scoffed...So you get a point for at least understanding ya gotta control internal flow for aero stability.

So wouldn't taking nice clean flow from around the engine intake and putting it into the tight area under the engine cover be rather diametral to the aim of reducing internal drag?

[Kiril Varbanov]

I may have missed that, but are there any solid reports for Lotus' interesting rear suspension? I have just read something brave, but wanted to check if I have missed something?

[Carlo's]

I may have missed that, but are there any solid reports for Lotus' interesting rear suspension? I have just read something brave, but wanted to check if I have missed something?

Please share it.

[amouzouris]

http://www.formula1.com/news/technical/ ... 3/985.html

this is the official F1's site take on the lotus system...it says that air exits between the endplates and the wing itself